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THE  TRAFFIC  LIBRARY 


THE  TRAFFIC  LIBRARY 


TRAFFIC  GEOGRAPHY 


PREPARED  tJNDER  THE  DIRECTION  OF  THE 

Advisory  Traffic  Council  and  by  the  Board  of  Authors 

and  Contributors  of 

The  American  Commerce  Association 


ELVIN  S.  KETCHUM,  A.  B,,  Pd.  M. 
Editor-in-Chief 

Originator  of  Systematic  and  Scientific  Training 
in  Practical  Traffic  Work 


^l\^  JVm^rtran  Commi^rt^  Aaaociatmn 

CHICAGO 


Copyright,  1915,  by 
The  American  Commerce  Associatioo 


PREFACE 

THE  Traffic  Library  consists  of  twenty-five  volumes. 
The  information  which  it  contains  is  both  practical  and 
authentic.  It  embraces  the  field  of  freight,  express  and 
parcel  post  rates  and  services,  and  comprehends  a  systematic 
and  scientific  study  of  the  principles  and  problems  of  the 
second  greatest  industry  in  America  —  Transportation. 

The  information  is  arranged  in  correlated  pedagogical 
sequence.  This  makes  possible  an  easy  interpretation  and 
application  of  the  customs  and  practices  of  the  common 
carriers,  subject  to  Government  regulation.  It  is  a  practical 
treatise  on  shipping  and  the  laws  relating  thereto  under  the 
Rules  and  Regulations  of  the  Interstate  Commerce  Commis- 
J    sion  and  the  various  State  Commissions. 

:^'         The  Traffic  Library  is  the  product  of  the  earnest  efforts  of 

r   several  hundred  expert  practical  traffic  men,  who,  seeing  the 

\    need  of  a  standard  treatise  on  traffic,  have  presented  their 

.^    practical  knowledge  and  experience  in  permanent  form.    We 

believe  that  this  is  the  first  time  in  the  history  of  Transporta- 

^    tion  that  a  practical  treatise  on  the  subject  has  been  made 

■•    available. 

^         The  outline  of  subjects  and  arrangement  of  matter  as  pre- 

^    sented  in  The  Traffic  Library  was  prepared  by  the  Advisory 

Traffic  Council  of  the  American  Commerce  Association,  and 

the  material  itself  is  the  result  of  research  by  the  Board  of 

Authors  and  Contributors  —  all  practical,  expert  traffic  men. 

The  names  of  the  members  of  the  Advisory  Traffic  Council 

and  the  Board  of  Authors  and  Contributors,  together  with 

those  of  the  Consulting  Staff  and  the  Ten  Standing  Traffic 

C  Committees,    will    be    found    in    the    Association's    General 

-  Bulletin  of  Information,  entitled  "  Traffic  Efficiency." 

\,       The  Association  takes  this  opportunity  of  extending  its 

>)  sincere  appreciation  to  all  those  who  have  furnished  informa- 

>tion,  offered  suggestions  or  given  the  representatives  of  the 

''  Association  access  to  original  sources  of  information. 


i 


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AIMS  AND  SERVICES 

OF 

Cl)e  i^merican  Commerce  Tieeotiation 

An  Organization  of  Traffic  Men  by  Traffic  Men  for  Traffic  Men, 
Promoting  American   Commerce,  Export  and  Import  Trade. 

The  National  Traffic  Efficiency  Organization 

of  America 

THE  American  Commerce  Association  is  a  National 
Organization  of  the  Traffic  Men  of  America  for  the 
promotion  of  American  Commerce,  Export  and  Import 
Trade,  though  greater  efficiency  in  all  matters  pertaining  to 
Interstate  Commerce,  Railway  Traffic  and  Industrial  Traffic 
Management  work.  The  Association  is  chartered  under  the 
laws  of  the  State  of  Illinois,  and  has  among  its  many  members 
some  of  the  most  prominent  traffic  men  in  America. 

THE  EXCLUSIVE  MEMBERSHIP. 

Membership  in  the  Association  is  by  invitation  only  and 
by  approval  of  the  Board  of  Directors.  There  are  three  classes 
of  members : 

(1)  Junior  Members. —  Those  who  desire  to  attain  a  prac- 
tical knowledge  of  traffic  work,  increase  their  efficiency,  and 
enhance  the  value  of  their  ser\^ices  in  the  traffic  profession. 

(2)  Senior  Members  or  Fellows. — Those  who  are  engaged 
in  scientific  and  systematic  research  or  study  of  traffic  work 
and  have  attained  by  competitive  examination  the  standard  of 
efficiency  required  by  the  Traffic  Efficiency  Board  of  Judges. 

(3)  Honorary  Members. —  Those  who  have  attained  dis- 
tinction in  the  traffic  profession. 

SERVICES,  BENEFITS  AND  PRIVILEGES. 

The  services,  benefits  and  privileges  of  the  American  Com- 
merce Association  furnish  everything  necessary  for  the  pro- 
motion of  efficiency  among  traffic  men.  These  services  are  as 
follows : 

(vi) 


TRAFFIC  GEOGRAPHY  vii 

I.  The  Traffic  Library. —  The  Association,  through  its 
Advisory  Traffic  Council  and  Board  of  Authors  and  Contrib- 
utors, has  brought  together  all  the  most  authentic,  practical, 
up-to-date  experience  and  information  available  on  Interstate 
Commerce,  Railway  Traffic,  and  Traffic  IManagement  Work, 
in  the  form  of  twenty-five  volumes,  forming  a  complete  Traffic 
Library  for  the  professional  traffic  man. 

n.  Traffic  Efficiency  Docket  No.  20.— Traffic  Work  is 
rapidly  becoming  standardized  and  a  measure  of  the  efficiency 
of  traffic  men  has  become  indispensable.  The  standard  of  effi- 
ciency has  been  set  by  the  Advisory  Traffic  Council  of  the 
American  Commerce  Association,  and  it  is  fully  amplified  in 
the  A.  C.  A.  Docket  No.  20,  a  book  of  220  pages,  giving  a  full 
analysis  of  every  subject  pertaining  to  Interstate  Commerce, 
Railway  Traffic  and  Traffic  IManagement  Work.  This  sylla- 
bus represents  the  information  used  by  the  most  successful 
traffic  men  who  are  daily  handling  the  great  traffic  problems 
of  America. 

III.  The  Traffic  Monographs. —  The  Association  through 
its  ten  Standing  Traffic  Committees  on  Classification,  Rates, 
Tariffs,  Car  Efficiency,  Special  Freight  Services,  Industry, 
Commerce,  Freight  Claims,  Demurrage,  and  Interstate  Com- 
merce Law,  will  present  to  the  members  from  time  to  time, 
in  addition  to  the  standardized  traffic  information  in  the 
library,  the  most  authoritative  information  available  on  sub- 
jects not  yet  standardized,  in  the  form  of  Traffic  Monographs. 

IV.  Traffic  Training  Services. —  The  required  standard  of 
efficiency  may  be  attained  by  the  systematic  study  of  the 
experiences  of  successful  men.  The  Advisory  Traffic  Council 
of  the  Association  has  established  a  special  "  Experience 
method"  of  training  for  men,  covering  (1)  Freight  Rate 
Accountancy,  (2)  Rate  Adjustment  Work,  (3)  Claim  Re- 
visions, (4)  Traffic  Department  Efficiency,  and  (5)  Interstate 
Commerce  Law,  preparing  for  the  higher  executive  traffic 
positions  and  bringing  men  up  to  the  required  standard  of 
efficiency  set  by  the  Traffic  Efficiency  Board  of  Judges. 


viii         AMERICAN  COMMERCE  ASSOCIATION 

V.  Traffic  Promotion  Service. —  Traffic  men  must  now  be 
placed  on  the  efficiency  test  basis.  They  must  have  the  quali- 
fications for  doing  the  particular  work  assigned.  The  efficient 
man  at  a  good  salary  is  cheaper  than  the  novice  at  a  low  salary. 
Every  dollar  of  wasted  freight  money  by  carriers  or  shippers 
represents  wasted  profits.  The  Traffic  Promotion  Service 
determines  the  efficiency  of  traffic  men,  ascertains  the  kind  of 
a  man  required  for  a  given  position,  and  aims  to  place  the  right 
man  in  the  right  place,  resulting  in  a  minimum  of  expense,  a 
maximum  of  profit,  and  a  salary  commensurate  with  services 
rendered. 

VI.  Traffic  Publications  Service. —  Permanent  reliable 
records  of  the  experiences  of  experts  in  traffic  work  is  indis- 
pensable to  rapid  progress.  Our  Traffic  Publications  Service 
furnishes  all  the  standard  traffic  publications  at  a  discount, 
points  out  the  best  sources  of  information  on  any  given  subject 
and  supplies  monographs  on  traffic  subjects  not  yet  standard- 
ized prepared  by  the  ten  standing  traffic  committees  of  the 
Association.  It  puts  in  permanent  concrete  form  the  practical 
experience  and  knowledge  of  the  members  of  the  Association 
that  it  may  be  disseminated  to  the  other  members. 

VII.  Expert  Traffic  Counsel. —  Reliable  advice  relative 
to  Classifications;  Tariffs;  the  Traffic  and  Rate  Territories; 
Construction  and  Application  of  Rail,  Water,  Express  and 
Parcel  Post  Rates;  Package  and  Packing  Requirements; 
Reference  to  Rulings  of  the  Interstate  Commerce  and  State 
Commissions ;  also  suggestions  pertaining  to  Traffic  Manage- 
ment. The  purpose  of  the  Association  is  strictly  educational 
and  none  of  its  resources  are  available  in  rate  or  classification 
adjustment  cases.  Our  consulting  traffic  experts  represent 
every  important  traffic  territory,  trade  center  and  local  traffic 
condition  in  America,  and  they  can  render  a  service  not  avail- 
able through  any  other  organization.  Membership  in  the  Asso- 
ciation means  membership  in  a  fraternity  of  traffic  experts. 

VIII.  Association  Membership. —  This  is  a  membership 
in  The  National  Traffic  Efficiency  Organization  of  America. 
The  motto  of  the  Association  is:     "Each  Helps  Each  and 


TRAFFIC  GEOGRAPHY  ix 

Each  by  Each  Is  Helped."  Every  profession  has  its  National 
organization  for  the  promotion  of  its  interests  and  the  better- 
ment of  those  who  are  devoting  their  lives  to  their  chosen 
w^ork.  Membership  in  the  American  Commerce  Association 
is  by  invitation  only  and  by  approval  of  the  Board  of 
Directors.  Each  member  is  given  an  engraved  membership 
card,  which  stamps  a  man  as  having  attained  distinction  in 
the  traffic  profession. 

IX.  Traffic  Efficiency  Clubs. —  The  members  of  the  Amer- 
ican Commerce  Association  in  the  leading  traffic  centers  may 
organize  themselves  into  traffic  efficiency  clubs  which  will 
have  the  support  of  the  parent  organization  in  supplying 
national  programs  of  work,  consisting  of  traffic  lectures,  moot 
practice,  traffic  debates,  and  the  systematic  study  of  selected 
traffic  subjects  from  time  to  time.  Traffic  efficiency  clubs  will 
have  their  own  officers,  consisting  of  president,  secretary  and 
treasurer. 

X.  The  Railway  World. —  The  proceedings  of  the  Associa- 
tion are  reported  in  the  "  Railway  World,"  a  monthly  journal, 
presenting  an  accurate  and  comprehensive  review  of  current 
events  pertaining  to  Transportation,  Commerce  and  Finance, 
and  affording  a  medium  for  the  development  of  a  clearer 
understanding  of  the  mutuality  of  interests  which  exists 
between  the  carriers  and  the  shippers.  This  journal  keeps  the 
members  right  up  to  date  on  transportation  affairs.  The 
regular  subscription  per  annum  is  $3.00,  single  copies  25  cents. 
A  year's  subscription  to  the  "  Railway  World  "  is  included  in 
the  General  Membership  of  The  American  Commerce  Associa- 
tion. 


TRAFFIC  GEOGRAPHY  xi 

Original  Staff  Members 
The  American  Commerce  Association 

A 

AGNEW,  N.  W. 

Traffic  Manager,  International  Steam  Pump  Co. 
New  York  City,  N.  Y. 

ANDERSON,  G.  H. 

Traffic  Manager,  Manhattan  Electrical  Supply  Co. 
Chicago,  111. 

ANSPACH,  N.  H. 

Chief  of  Tariff  Bureau,  Lake  Shore  &  Michigan  Southern  Ry. 
Cleveland,  Ohio. 

ALLISON,  B.  E.  % 

Secretary,  The  Great  Western  Portland  Cement  Co.  of  Kansas. 
Kansas  City,  Mo. 

ALLISON,  J.  W. 

Assistant  General  Freight  Agent,  Baltimore  &  Ohio  South- 
western Railway. 
Cincinnati,  Ohio. 

ATKINS,  GEO.  T. 

Traffic  Manager,  Shreveport  Chamber  of  Commerce. 
Shreveport,  La. 

ATKINSON,  B.  S. 

General  Freight  and  Passenger  Agent ,  Louisiana  &  Arkansas  Ry . 
Texarkana,  Ark. 

AVERITT,  J.  T. 

General  Freight  &  Passenger  Agent,  Chicago,  Terre  Haute  & 

Southeastern  Ry. 
Chicago,  111. 

B 

BALDWIN,  C.  B. 

Manager,  Transportation  Department,  United  Shoe  Machinery 

Company. 
Boston,  Mass. 

BALDWIN,  J.  C. 

Traffic  Manager,  Jewel  Tea  Co. 
Chicago,  111. 


xii  AMERICAN  COMMERCE  ASSOCIATION 

BANHAM,  W.  J.  L. 

Traffic  Manager,  Otis  Elevator  Co. 
New  York  City,  N.  Y. 

BARBER,  F.  A. 

Chief  of  Tariff  Bureau,  Wabash  R.  R. 
St.  Louis,  Mo. 

BARR,  W.  B. 

Manager,  Trade  and  Transportation  Bureau. 
Washington,  D.  C. 

BASSETT,  IRA. 

Commissioner,  Pittsburgh  Commercial  Club. 
Pittsburgh,  Pa. 

BECKER,  W.  A. 

Manager,  Traffic  Department,  Diamond  Match  Co. 
New  York  City,  N.  Y. 

BEHRLE,  J.  A. 

Chief  of  Tariff  Bureau,  Chicago  &  Alton  R.  R. 
Chicago,  111. 

BELL,  CHAS.  E. 

Assistant  General  Freight  Agent,  Southern  Lines. 
Atlanta,  Ga. 

BELL,  O.  F. 

Traffic  Manager,  Crane  Co. 
Chicago,  111. 

BERNSTEIN,  HARRY  H. 

Manager,  Grain  Transit  Department,  Joint  Rate  Inspection 

Biureau. 
Chicago,  111. 

BLOOD,  C.  A. 

Freight  Traffic  Manager,  Lehigh  Valley  R.  R. 
New  York  City,  N.  Y. 

BOSWELL,  L.  B. 

Commissioner,  Quincy  Freight  Bureau. 
Qmncy,  111. 

BRABSTON,  G.  T. 

Traffic  Manager,  Birmingham  Railway  Light  &  Power  Co. 
Birmingham,  Ala. 

BRADLEY,  H.  S. 

Traffic  Manager,  Aim  Arbor  R.  R. 
Toledo,  Ohio. 


TRAFFIC  GEOGRAPHY  xiii 

BROOKER,  E. 

Chief  of  Tariff  Bureau,  Erie  R.  R. 
Chicago,  111. 

BROWN,  J.  S. 

Commissioner,  Chicago  Board  of  Trade. 
Chicago,  111. 

BROWN,  S.  H. 

Traffic  Manager,  Union  Bag  &  Paper  Co. 
New  York  City,  N.  Y. 

BUTTERWORTH,  F.  W. 

Assistant  General  Freight  Agent,  Pere  Marquette  R.  R. 
Chicago,  III. 

BYRNE,  JOHN. 

Traffic  Manager,  Spokane  Merchants'  Association. 
Spokane,  Wash. 

C 

CAMERON,  WM. 

Chairman,  St.  Louis  East-bound  Freight  Committee. 
St.  Louis,  Mo. 

CAMPBELL,  A.  M. 

Traffic  Manager,  Merchants'  &  Manufacturers'  Association. 
Milwaukee,  Wis. 

CAMPBELL,  J.  E. 

Traffic  Director,  Globe  Optical  Co. 
Boston,  Mass. 

CARTWRIGHT,  A.  S. 

Traffic  Manager,  Gullett  Gin  Co. 
Amite,  La. 

CASTO,  MARTIN  E. 

Traffic  Commissioner,  Wichita  Business  Men's  Association. 
Wichita,  Kan. 

CAVE,  W.  M. 

Traffic  Manager,  Parlin  &  Orendorff  Co. 
Canton,  111. 

CHAPIN,  N.  D. 

Chief  of  Tariff  Bureau,  New  York  Central  R.  R. 
New  York  City,  N.  Y. 

CHAPMAN,  C.  T. 

Traffic  Manager,  Inter-Urban  Ry. 
Des  Moines,  Iowa. 


xiv         AMERICAN  COMMERCE  ASSOCIATION 

CHEARS,  C.  W. 

Traffic  Manager,  Cotton  Manufacturers'  Association  of  Georgia. 
Chattanooga,  Tenn. 

CIPPERLY,  W.  J. 

Traffic  Manager,  Cluett,  Peabody  &  Co. 
Troy,  N.  Y. 

CLEMENTS,  C.  R. 

Traffic  Manager,  Scott  Paper  Co. 
Philadelphia,  Pa. 

COBEY,  J.  W.    . 

Traffic  Manager,  National  Cash  Register  Co. 
Dayton,  Ohio. 

COLLORD,  JAMES. 

Traffic  Manager,  Larkin  Co. 
Buffalo,  N.  Y. 

COOMBS,  F.  E. 

Traffic  Manager,  Baker- Vawter  Co. 
Benton  Harbor,  Mich. 

CORNELL,  J.  D. 

General  Freight  Agent,  Rock  Island  Southern  Lines. 
Davenport,  Iowa. 

COTTRELL,  J.  J. 

Agent,  Virginia  Lines  Tariff  Bureau. 
Richmond,  Va. 

COUFFER,  J.  D. 

General  Western  Freight  Agent,  Pennsylvania  Co. 
Chicago,  111. 

COX,  WM.  A. 

Traffic  Manager,  Chamber  of  Commerce. 
Norfolk,  Va. 

CRANDALL,  C.  L. 

Assistant  Traffic  Manager,  Minnesota,  Dakota  &  Western  Ry. 
International  Falls,  Minn. 

CREIGHTON,  W.  S. 

Traffic  Manager,  Charlotte  Shippers'  &  Manufacturers'  Asso- 
ciation. 
Charlotte,  N.  C. 

CROSBY,  F.  K. 

Chief  of  Tariff  Bureau,  Chicago,  Rock  Island  &  Pacific  Ry. 
Chicago,  111. 


TRAFFIC  GEOGRAPHY  xv 

CULLEN,  W.  E. 

Traffic  Director,  Associated  Industries. 
Chicago,  111. 

D 

DARLING,  G.  W. 

Traffic  Manager,  Arabel  Manufacturing  Co. 
New  York  City,  N.  Y. 

DASHER,  J.  H. 

Traffic  Manager,  Hahlstrom  Met.  Door  Company. 
Jamestown,  N.  Y. 

DAVIS,  F.  M. 

Agent,  New  England  Freight  Association. 
Boston,  Mass. 

DAYS,  WM.  T. 

Traffic  Manager,  Mallinckrodt  Chemical  Works. 
St.  Louis,  Mo. 

DRAKE,  R.  H. 

Division  Freight  Agent,  American  Can  Co. 
Chicago,  111. 

DERBY,  H.  L. 

Traffic  Manager,  Franklin  B.  Kalbfleisch  Co. 
New  York  City,  N.  Y. 

DEVOL,  G.  C. 

Chief  Clerk,  Louisville  &  Nashvihe  R.  R, 
Louisville,  Ky. 

DEWITT,  W.  H.,  JR. 

Eastern  Traffic  Manager,  Western  Electric  Co. 
New  York  City,  N.  Y. 

DRISCOLL,  H.  D. 

Commissioner,  Topeka  Traffic  Association. 
Topeka,  Kan. 

E 

EARLY,  G.  G. 

Chief  of  Tariff  Bureau,  Wabash  Pittsburgh  Terminal  Ry. 
Pittsburgh,  Pa. 

EEDSON,  J.  M. 

Freight  Claim  Agent,  Toronto,  Hamilton  &  Buffalo  R.  R. 
Hamilton,  Can. 


xvi         AMERICAN  COMMERCE  ASSOCIATION 

EVANS,  W.  J. 

Freight  Traffic  Manager,  National  Implement  &  Vehicle 

Association  of  the  United  States. 
Chicago,  111. 

F 

FAY,  C.  S. 

General  Freight  Agent,  Morgan's  Lomsiana  &  Texas  Railroad 

&  Steamship  Co. 
New  Orleans,  La. 

FELTUS,  H.  A. 

Traffic  Manager,  Van  Dusen-Harrington  Co. 
Minneapolis,  Minn. 

FERGUSON,  C.  C. 

Traffic  Manager,  West  Virginia  Pulp  &  Paper  Co. 
New  York  City,  N.  Y. 

FITZGERALD,  THOS.  D. 

Claim  Department,  Chicago  &  Alton  R.  R. 
Chicago,  111. 

FRENCH,  R.  S. 

Business  Manager,  National  League  of  Commission  Merchants 

of  the  U.  S. 
New  York  City,  N.  Y. 

FRETZ,  T.  J. 

General  Freight  Agent,  Lehigh  &  New  England  R.  R. 
South  Bethlehem,  Pa. 

FISH,  C.  M. 

General  Freight  &  Passenger  Agent,  Texas-Mexico  Ry. 
Laredo,  Tex. 

FORBES,  ROBERT. 

Traffic  Manager,  Butler  Brothers. 
New  York  City,  N.  Y. 

FORESTER,  J.  C. 

Secretary  and  Traffic  Manager,  Chamber  of  Commerce. 
Greensboro,  N.  C. 

G 

GANTT,  T.  A. 

Traffic  Manager,  Com  Products  Refining  Company. 
New  York  City,  N.  Y. 

GARDINER,  J.  P. 

Traffic  Manager,  United  States  Cast  Iron  &  Pipe  Foundry  Co. 
Chicago,  111. 


TRAFFIC  GEOGRAPHY  xvii 

GARRISON,  FRANK  R. 

Chief  Clerk,  Central  Freight  Association. 
Chicago,  III. 

GRAY,  ARCHIBALD. 

General  Freight  Agent,  Western  Pacific  Ry. 
San  Francisco,  Cal. 

GREEN,  D.  O. 

Traffic  Manager,  Moore  &  Handley  Hardware  Co. 
Birmingham,  Ala. 

GREENLY,  A.  H. 

Chief  of  Tariff  Bureau,  Pere  Marquette  R.  R. 
Detroit,  Mich. 

GIFFORD,  A.  J. 

Manager,  Traffic  Department,  General  Electric  Co. 
Schenectady,  N.  Y. 

GILBERCH,  C.  H. 

Traffic  Manager,  J.  D.  Adams  &  Co. 
Indianapolis,  Ind. 

GRIEVES,  W.  B. 

Traffic  Manager,  S.  L.  Allen  &  Co. 
Philadelphia,  Pa. 

GRIFFIN,  I.  M. 

General  Freight  Agent,  Texas  &  Pacific  Ry. 
Dallas,  Tex. 

GROSECLOSE,  W.  B. 

Traffic  Manager,  Detroit,  Toledo  &  Ironton  Ry. 
Detroit,  Mich. 

GOFF,  J.  O. 

Traffic  Manager,  S.  F.  Bowser  Co. 
Fort  Wayne,  Ind. 

GORMAN,  J.  E. 

First  Vice-President,  Charge  of  Traffic,  Chicago,  Rock  Island  & 

Pacific  Ry. 
Chicago,  111. 

GUTHRIE,  C.  B. 

Agent,  Official  Freight  Tariff  Directory. 
Washington,  D.  C. 

H 

HANLON,  F.  J. 

General  Manager,  Mason  City  &  Clear  Lake  R.  R. 
Mason  City,  Iowa. 


xviii       AMERICAN  COMMERCE  ASSOCIATION 

HANSON,  P.  M. 

Trafific  Manager,  National  Enameling  &  Stamping  Co. 
Granite  City,  111. 

HARGIS,  R.  R. 

Traffic  Manager,  Indianapolis  Board  of  Trade. 
Indianapolis,  Ind. 

HARTMAN,  J.  S. 

Traffic  Manager,  Steinwender  8c  Stefrigen  Coffee  Co. 
St.  Louis,  Mo. 

HEARN,  S.  A. 

Traffic  Manager,  Clyde  Iron  Works. 
Duluth,  Minn. 

HEIGHO,  E.  M.,  COLONEL. 

President,  General  Manager  and  Traffic  Manager,  Pacific  & 

Idaho  Northern  Railway  Company. 
New  Meadows,  Idaho. 

HENDERSON,  T.  M. 

Commissioner,  Traffic  Bureau  of  Nashville. 
Nashville,  Tenn. 

HENRY,  J.  E. 

Traffic  Manager,  Standard  Sanitary  Mfg.  Co. 
Pittsburgh,  Pa. 

HEINEMANN,  C.  B. 

Assistant  Traffic  Manager,  Morris  &  Co.,  Union  Stock  Yards. 
Chicago,  111. 

HOFFMAN,  J.  A.  _ 

Traffic  Manager,  American  Mfg.  Co. 
Brooklyn,  N.  Y. 

HOWARD,  JOHN. 

General  Claim  Agent,  Chicago  &  Alton  R.  R. 
Chicago,  111. 

HOWES,  W.  E. 

Traffic  Manager,  Lackawanna  Steel  Co. 
Buffalo,  N.  Y. 

HUGHES,  H.  D. 

Southern  Traffic  Manager,  American  Cast  Iron  Pipe  Co. 
Birmingham,  Ala. 

HULEN,  J.  A. 

General  Freight  &  Passenger  Agent,  Trinity  &  Brazos  Valley  Ry. 
Houston,  Tex. 


TRAFFIC  GEOGRAPHY  xix 

KURD,  D.  F. 

Traffic  Commissioner,  Cleveland  Chamber  of  Commerce. 
Cleveland,  Ohio. 

I 

INGALLS,  G.  H. 

Freight  Traffic  Manager,  New  York  Central  Lines,  West. 
Chicago,  111. 

IRWIN,  R.  R. 

Traffic  Manager,  Chanute  Refining  Co. 
Chanute,  Kan. 

J 

JACKSON,  A.  G. 

General  Freight  Agent,  Georgia  R.  R. 
Augusta,  Ga. 

JAMESON,  J.  H. 

Traffic  Manager,  J.  H.  Day  Co. — Harrson  &  Bogen. 
Cincinnati,  Ohio. 

JENNINGS,  C.  A. 

Manager,  Transportation  Department,  American  Cotton  Oil  Co. 
Chicago,  111. 

JOHNSTON,  W.  H. 

Traffic  Manager,  Republic  Iron  &  Steel  Co. 
Birmingham,  Ala. 

JORDAN,  H.  A. 

General  Freight  Agent,  Wadley  Southern  Ry. 
Swainsboro,  Ga. 

JUDSON,  F.  E. 

Traffic  Manager,  Buffalo  Specialty  Co. 
Buffalo,  N.  Y. 

K 

KEALHOFER,  H.  S. 

Traffic  Manager,  Jacksonville  Board  of  Trade. 
Jacksonville,  Fla. 

KELLY,  N.  B. 

Commissioner,  Philadelphia  Chamber  of  Commerce. 
Philadelphia,  Pa, 

KENNEDY,  A.  R. 

Traffic  Manager,  Pittsburgh  Steel  Co. 
Pittsburgh,  Pa. 


XX  AMERICAN  COMMERCE  ASSOCIATION 

KETCHUM,  ELVIN  S. 

President,  American  Commerce  Association. 
Chicago,  111. 

KOHN,  R.  C. 

Traffic  Manager,  Art  Metal  Construction  Co. 
Jamestown,  N.  Y. 

KRAKE,  H.  G. 

Manager,  Traffic  Bureau,  Commerce  Club. 
St.  Joseph,  Mo. 

KRIDLER,  GEO.  M. 

Assistant  General  Freight  Agent,  New  York  Central  R.  R. 
Cleveland,  Ohio. 

KREITLER,  R.  G. 

Traffic  Manager,  Goodyear  Tire  &  Rubber  Co. 
Akron,  Ohio. 

KUHN,  A.  E. 

Traffic  Manager,  Buffalo  Cereal  Company. 
Buffalo,  N.  Y. 

KYLE,  E.  D. 

Traffic  Manager,  Norfolk  Southern  R.  R. 
Norfolk,  Va. 

L 

LA  BARON,  LAWRENCE. 

Traffic  Manager,  The  Graham  Distillery  Co. 
Rockford,  111. 

LAWRENCE,  D.  T. 

General  Freight  Agent,  Central  Vermont  Ry. 
St.  Albans,  Vt. 

LEACH,  N.  M. 

Traffic  Manager,  Texas  &  Pacific  R.  R. 
New  Orleans,  La. 

LEMKE,  F.  A. 

Traffic  Manager,  Hvimphrey  &  Co. 
Kalamazoo,  Mich. 

LEWIS,  S.  R. 

General  Freight  Agent,  Duluth,  South  Shore  &  Atlantic  Ry. 
Duluth,  Minn. 

LIMBERGER,  J.  H. 

Claim  Inspector,  Trunk  Line  Association. 
Buffalo,  N.  Y. 


TRAFFIC  GEOGRAPHY  xxi 

LINCOLN,  J.  C. 

Manager,  Traffic  Bureau,  Merchants'  Association  of  New  York. 
New  York  Cit^^  N.  Y. 

LINDSAY,  W.  C. 

Traffic  Secretary,  National  Confectioners'  Association. 
St.  Louis,  Mo. 

LINDSAY,  M.  J. 

General  Freight  Agent,  Matson  Navigation  Co. 
San  Francisco,  Cal. 

LINGO,  C.  L. 

Traffic  Manager,  Inland  Steel  Co. 
Indiana  Harbor,  Ind. 

LOWREY,  L.  A. 

Chairman,  Standing  Switching  Committee. 
Chicago,  111. 

LUTZ,  S.  G. 

General  Traffic  Manager,  Chicago  &  Alton  R.  R. 
Chicago,  111. 

LYNCH,  J.  J. 

Traffic  Manager,  Austin  Manufacturing  Company 
Harvey,  111. 

M 

MACOMBER,  L.  G. 

Traffic  Manager,  The  Woolson  Spice  Co. 
Toledo,  Ohio. 

MACEWEN,  W.  E. 

Traffic  Manager,  The  Peerless  Transit  Lines. 
Cleveland,  Ohio. 

MACK,  A.  F. 

Freight  Agent,  United  States  Steel  Products  Co. 
New  York  City,  N.  Y. 

MANN,  SETH. 

Traffic  Bureau  of  San  Francisco  Chamber  of  Commerce. 
San  Francisco,  Cal. 

MARTIN,  F.  J. 

Assistant  General  Freight  Agent,  New  York  Central  &  St.  Louis 

Railroad. 
Chicago,  111. 

MARVIN,  JAS.  S. 

Traffic  Manager,  National  Automobile  Chamber  of  Commerce, 

Inc. 
New  York  City,  N.  Y. 


xxii        AMERICAN  COMMERCE  ASSOCIATION 

MAXWELL,  G.  S. 

Freight  Bureau  Department,  Dallas  Chamber  of  Commerce. 
Dallas,  Tex. 

MEARS,  W.  A. 

Manager,  Transportation  Department,  Seattle  Chamber  of 

Commerce. 
Seattle,  Wash. 

MORGANROTH,  W.  C. 

Traffic  Manager,  H.  W.  Johns-Manville  Co. 
Milwaukee,  Wis. 

MOORE,  CHAS.  F. 

Secretary,  Statistical  Department,  Book  Paper  Manufacturers. 
New  York  City,  N.  Y. 

MOORE,  H.  R. 

Traffic  Manager,  Republic  Iron  &  Steel  Co. 
Youngstown,  Ohio. 

MORRIS,  EUGENE. 

Chairman,  Central  Freight  Association. 
Chicago,  111. 

MORIARITY,  T.  L. 

Traffic  Manager,  Continental  Supply  Co. 
St.  Louis,  Mo. 

MUIR,  G.  A. 

Traffic  Manager,  National  Lead  Co. 
New  York  City,  N.  Y. 

MYERS,  R.  M. 

Traffic  Manager,  Heine  Chimney  Co. 
Chicago,  111. 

MacEDWARD,  W.  G. 

General  Freight  Agent,  Detroit  &  Mackinac  Ry. 
Bay  City,  Mich. 

McCABE,  GUY. 

General  Freight  Agent,  The  Pennsylvania  Lines  West  of 

Pittsburgh. 
Pittsburgh,  Pa. 

McCAIN,  C.  C. 

Chairman,  Trunk  Line  Association. 
New  York  City,  N.  Y. 

McCUNE,  JAY  W. 

Secretary,  Transportation  Bureau,  Tacoma  Commercial  Club. 
Tacoma,  Wash. 


TRAFFIC  GEOGRAPHY  xxiii 

McCORMACK,  R.  O. 

Secretary  and  Traffic  Manager,  Fort  Worth  Freight  Bureau. 
Fort  Worth,  Tex. 

McCOOSKEY,  R.  V. 

Traffic  Manager,  Morton  Salt  Co. 
Chicago,  111. 

McKAY,  F.  B. 

General  Freight  and  Passenger  Agent,  Texas  Midland  Ry. 
Torrell,  Tex. 

McKELLAR,  R.  L. 

Assistant  Freight  Traffic  Manager,  Southern  Ry. 
Louisville,  Ky. 

McCRACKEN,  D. 

Secretary  to  Hon.  F.  C.  Stevens,  Committee  on  Interstate  and 

Foreign  Commerce,  House  of  Representatives. 
Washington,  D.  C. 

McMUELLEN,  G.  B. 

Traffic  Manager,  Bozenman  Mfg.  Co. 
Bozenman,  Mont. 

N 

NASH,  C.  W. 

Traffic  Manager,  A.  P.  W.  Paper  Co. 
Albany,  N.  Y. 

NEWLIN,  H.  M. 

Traffic  Manager,  Pennsylvania  Steel  Co. 
Philadelphia,  Pa. 

P 

PIERCE,  S. 

Traffic  Manager,  Geo.  Borgfeldt  &  Co. 
New  York  City,  N.  Y. 

POTEET,  R.  W. 

Traffic  Manager,  Stanley  Works. 
New  Britain,  Conn. 

PRATT,  H.  L. 

Traffic  Manager,  American  Hide  &  Leather  Co. 
New  York  City,  N.  Y. 

POTEET,  W.  A. 

Chairman,  Trans-Missouri  Freight  Bureau. 
Kansas  City,  Mo. 


xxiv       AMERICAN  COMMERCE  ASSOCIATION 

PRATT,  J.  B. 

Traffic  Manager,  Darling  &  Co. 
Chicago,  111. 

R 

RICE,  S.  D. 

Traffic  Manager,  Traffic  Bureau,  Syracuse  Chamber  of  Com- 
merce. 
Syracuse,  N.  Y. 

RIES,  M.  F. 

Traffic  Manager,  Sheboygan  Association  of  Commerce. 
Sheboygan,  Wis. 

ROBINSON,  R.  M. 

Traffic  Manager,  The  Greater  Dayton  Association. 
Dayton,  Ohio. 

ROGERS,  JOHN  T. 

Traffic  Manager,  Thomas  Edison  Co. 
Orange,  N.  J. 

RYAN,  G.  A. 

Traffic  Manager,  Meletio  Fish  &  Oyster  Co. 
St.  Louis,  Mo. 

S 

SCHAFER,  F.,  Jr. 

Traffic  Manager,  H.  H.  Hettler  Lumber  Co. 
Chicago,  lU. 

SCOTT,  WALTER. 

Traffic  Manager,  Federal  Sign  System  "Electric." 
Chicago,  111. 

SELVIDGE,  W.  A. 

President,  Billings  Chamber  of  Commerce. 
BilUngs,  Mont. 

SEXTON,  C.  B. 

General  Agent,  Northern  Pacific  Ry. 
Chicago,  lU. 

SHERIDAN,  HERBERT. 

Traffic  Manager,  Baltimore  Chamber  of  Commerce. 
Baltimore,  Md. 

SIBBALD,  H.  H. 

Traffic  Manager,  National  Electric  Lamp  Association. 

Cleveland,  Ohio. 
SIMPSON,  R.  B. 

Secretary,  Chamber  of  Commerce. 

Freeport,  111. 


TRAFFIC  GEOGRAPHY  socv 

SMITH,  A.  J. 

Traffic  Manager,  W.  J.  Kingsland,  Inc. 
New  York  City,  N.  Y. 

SMITH,  H.  H. 

Attorney,  Michigan  Manufacturers'  Association. 
Detroit,  Mich. 

SMITH,  ROY  H. 

Chief  of  Tariff  Bureau,  Pennsylvania  Railroad  Co. 
Pittsburgh,  Pa. 

SMITH,  R.  W. 

Traffic  Manager,  American  Sewer  Pipe  Co. 
Akron,  Ohio. 

SPENCER,  F.  E. 

Manager,  W.  W.  Martin  Co. 
Chicago,  111. 

SPROULL,  W.  A. 

Traffic  Manager,  Cambria  Steel  Co. 
Pittsburgh,  Pa. 

STAFFORD,  C.  B. 

Commissioner,  Memphis  Merchants'  Exchange. 
Memphis,  Tenn. 

STEVENSON,  W.  T. 

Assistant  General  Freight  Agent,  Cleveland,  Cincinnati, 

Chicago  &  St.  Louis  Ry. 
Cincinnati,  Ohio. 

SUBOROUGH,  C.  B. 

Assistant  General  Freight  Agent,  Vandalia  R.  R. 
St.  Louis,  Mo. 

SUNDBERG,  H.  F. 

Traffic  Manager,  Cedar  Rapids  Commercial  Club. 
Cedar  Rapids,  Iowa. 

T 

TAROF,  E.  J. 

Traffic  Manager,  The  Brunswick-Balke-Collender  Co. 
New  York  City,  N.  Y. 

THOMSON,  R.  H. 

Traffic  Manager,  Oil  Well  Supply  Co. 
Pittsburgh,  Pa. 

THORNE,  CLIFFORD. 

Chairman,  Iowa  State  Railroad  Commission. 
Des  Moines,  Iowa. 


xxvi       AMERICAN  COMMERCE  ASSOCIATION 

TIFFANY,  C.  H. 

Traffic  Manager,  New  England  Paper  &  Pulp  Traffic  Association. 
Boston,  Mass. 

TINGLEY,  W.  P. 

Traffic  Manager,  Jobbers*  &  Manufacturers'  Bureau. 
Huntington,  W.  Va. 

TOMLINSON,  ELMER  E. 

Traffic  Manager,  The  Cornell  Wood  Products,  The  Federal 

Cement  Tile  Co.,  The  International  Cycle  Car  Co. 
Chicago,  111. 

TOMPKINS,  W.  J. 

Traffic  Commissioner,  Independent  Salt  Manufacturers. 
Chicago,  111. 

TRUAX,  F.  H. 

Traffic  Manager,  Simmons  Manufacturing  Co. 
Kenosha,  Wis. 

V 

VAN  BRUNT,  O. 

Traffic  Manager,  Simmons  Hardware  Co. 
St.  Louis,  Mo. 

W 

WALKER,  H.  B. 

Secretary,  H.  D.  Brashner  Lumber  Co. 
Columbus,  Ohio. 

WARD,  E.  G. 

President  and  Editor,  Railway  World. 
Philadelphia,  Pa. 

WATERFALL,  ARTHUR  T. 

Traffic  Commissioner,  Detroit  Board  of  Commerce. 
Detroit,  Mich. 

WEBSTER,  JAS. 

Assistant  Traffic  Manager,  New  York  Central  Lines. 
Chicago,  111. 

WESTFALL,  A.  C. 

Traffic  Manager,  Cadillac  Motor  Car  Co. 
Detroit,  Mich. 

WEIR,  J.  H. 

Traffic  Manager,  American  Ever  Ready  Works. 
New  York  City,  N.  Y. 


TRAFFIC  GEOGRAPHY  xxvii 

WRITTEN,  W.  S. 

Secretary,  Lincoln  Commercial  Club. 
Lincoln,  Neb. 

WILLIAMSON,  FRANK  E. 

Traffic  Commissioner,  Buffalo  Chamber  of  Commerce. 
Buffalo,  N.  Y. 

WILLARD,  H.  L. 

Special  Agent,  American  Express  Co. 
Brooklyn,  N.  Y. 

WILLIAMS,  J.  E.  ' 

Chairman,  Uniform  Classification  Committee. 
Chicago,  111. 

WILKINS,  R.  P. 

Traffic  Manager,  American  Fork  &  Hoe  Co. 
Cleveland,  Ohio. 

WILKINSON,  J.  W.  ^ 

Traffic  Manager,  Traffic  Bureau,  Houston  Chamber  of  Com- 
merce. 
Houston,  Tex. 

WILSON,  H.  G. 

Commissioner,  Traffic  Bureau,  Toledo  Commerce  Club, 
Toledo,  Ohio. 

WOOD,  E.  M. 

Traffic  Manager,  Trussed  Concrete  Steel  Co. 
Yoimgstown,  Ohio. 

WOODSIDE,  S.  P. 

General  Freight  Agent,  Wabash  Pittsburgh  Terminal  Ry. 
Pittsburgh,  Pa. 

WOULFE,  F.  J. 

General  Freight  Agent,  Lehigh  Valley  R.  R. 
New  York  City,  N.  Y. 

WYLIE,  E.  G. 

Freight  Commissioner,  Greater  Des  Moines  Committee. 
Des  Moines,  Iowa. 


ZIELKE,  CHAS. 

Traffic  Manager,  Pabst  Brewing  Co. 
Milwaukee,  Wis. 


Traffic  Geography 

The  first  important  step  in  securing  an  intelligent  and 
comprehensive  knowledge  of  Traffic  Work  is  a  general  survey 
of  Traffic  Geography,  v^ith  special  reference  to  the  meaning 
of  Commerce  and  Transportation.  This  will  be  followed  by 
a  study  of  those  agencies  which  promote  commerce,  and  the 
various  freight  services  rendered  by  the  carriers,  together  with 
an  analysis  of  the  basis  of  transportation  costs. 

The  next  step  is  a  study  of  the  physiographic  influences 
which  have  a  direct  relation  to  the  sources  and  the  distribution 
of  the  products  of  commerce;  also  conditions  affecting  the 
traffic  services.  The  various  flows  of  the  products  of  com- 
merce, in  order  to  meet  the  wants  of  man,  made  necessary  the 
establishment  of  certain  rate  structures  and  rate  bases,  and  the 
creation  of  the  so-called  traffic  territories  and  rate  zones.  The 
rate  structures,  furnishing  a  foundation  for  the  study  of  the 
application  of  freight  tariffs,  are  then  taken  up.  This  will  be 
followed  by  a  study  of  the  classification  of  property  for  trans- 
portation. 


(xxix) 


Table  of  Contents 


INTRODUCTION.  p^g^ 

The  Importance  of  a  Knowledge  of  Traffic  Geography 3 

A  Composite  View  ot  Traffic  Geography 4 

Relation  of  Traffic  Geography  to  Trafl&c  Work 5 

CHAPTER  I.    Nature  of  Commerce. 

Sec.    1.    The  Beginning  of  Commerce 11 

Sec.    2.     Relation  of  Commerce  to  Business 13 

Sec.    3.     Regulation  of  Commerce 14 

Sec.    4.    The  "Commerce  Clause "  of  the  Constitution  of  the  United 

States 15 

Sec.    5.    General  Meaning  of  Commerce 16 

Sec.    6.    Technical  Meaning  of  Commerce 17 

Sec.    7.    Agencies  Promoting  Commerce 19 

CHAPTER  II.    Nature  of  Transportation. 

Sec.    1.    Relation  of  Transportation  to  Industry  and  Commerce 23 

Sec.    2.     Relation  of  Transportation  Charges  to  Industry  and  Com- 
merce   23 

Sec.    3.     Nature  of  Discrimination 25 

Sec.    4.    Kinds  and  Effects  of  Discrimination 27 

Sec.    5.     Railroad  Competition  and  Monopoly 31 

Sec.    6.    Basis  of  Transportation  Charges 32 

CHAPTER  III.    Factors  Controlling  Industry  and  Commerce. 

Sec.    1.    Wants  of  Man  Increase  with  Civilization 41 

Sec.    2.     Distribution  of  the  Products  of  Industry  and  Commerce . ,  41 

Sec.    3.     Natural  Conditions  Affecting  Industry  and  Commerce ....  42 

Sec.    4.    Climatic  Conditions  —  The  Most  Important  Factor 42 

Sec.    5.     Temperature  and  Rainfall 43 

Sec.    6.     Mountains  and  Rainfall 43 

Sec.    7.     Qualities  of  Soils  —  Importance  of  Good  Soil 44 

Sec.    8.     Factors  Promoting  Industry  and  Commerce 44 

Sec.    9.     Relation  of  Weather  to  Commerce 45 

Sec.  10.     North  Temperate  Zone  —  Most  Productive 46 

Sec.  11.     Production  —  Transportation  —  Consumption 46 

(zzxi) 


xxxii       AMERICAN  COMMERCE  ASSOCIATION 

CHAPTER  IV.    Sources  of  the  Products  of  Commerce.  p^ge 

Sec.    1.     Productive  Regions  of  the  United  States 51 

Sec.    2.     Cross-sectional  Diagram  of  the  United  States 61 

Sec.    3.     The  Natural  Physical  Divisions  of  the  United  States 52 

Sec.    4.    The  New  England  Plateau 52 

Sec.    5.     The  Atlantic  Coastal  Plain 53 

Sec.    6.    The  Piedmont  Plateau 53 

Sec.    7.    The  Appalachian  Ridges 54 

Sec.    8.    The  Allegheny  Plateau 55 

Sec.    9.    The  Gulf  Plains 56 

Sec.  10.   "The  Ozark  Plateau 57 

Sec.  11.     The  Prairie  Plains 57 

Sec.  12.     The  Lake  Plains 58 

Sec.  13.    The  Great  Plains 59 

Sec.  14.    The  Rocky  Mountain  Regions 60 

Sec.  15.     The  Columbian  Plateau 60 

Sec.  16.     The  Colorado  Plateau 61 

Sec.  17.    The  Basin  Ranges 61 

Sec.  18.     The  Pacific  Area 61 

Sec.  19.    General 62 

CHAPTER  V.    The  Leading  Products  of  Commerce. 

Sec.    1.     Value  of  Products  in  United  States 67 

Sec.    2.     Iron  and  Steel 68 

Sec.    3.     Packing  House  Products 69 

Sec.    4.     Sheep  and  Wool 70 

Sec.    5.     Poultry,  Eggs,  Oysters  and  Game 71 

Sec.    6.     Lumber  and  Forest  Products 71 

Sec.    7.    Wheat  and  Flour 72 

Sec.    8.     Cotton 73 

Sec.    9.    Butter  and  Cheese 74 

Sec.  10.    Com  and  Maize 74 

Sec.  11.     Oats,  Rye,  Barley  and  Rice 75 

Sec.  12.     Coal 76 

Sec.  13.     Copper  and  Other  Ores 77 

Sec.  14.     Manufactured  Products 78 

Sec.  15.    General 78 

CHAPTER  VI.    Factors  Developmg  Traffic  Flows. 

Sec.    1.     Distribution  of  Population 81 

Sec.    2.     Distribution  of  Natural  Resources 82 

Sec.    3.     Factors  Controlling  the  Location  of  Industries 83 

Sec.     4.     The  Leading  Commercial  Centers 86 

Sec.    5.     Relation  of  Industry  and  Commerce  to  Railroads 90 

Sec.    6.  Percentage  of  Products  of  Industry  and  Commerce  Shipped  92 


TRAFFIC  GEOGRAPHY  xxxiii 

Page 

Sec.    7.     Movements  of  the  Various  Products  of  Industry  and  Com- 
merce.  ,     94 

Sec.    8.     Conditions  Affecting  Transportation  Service 97 

Sec.    9.     Climatic  and  Natural  Conditions  as  Factors 104 

CHAPTER  Vn.    Transportation  Services  Required. 

Sec.  1.  Nature  of  Goods  Shipped 109 

Sec.  2.  Railway  Equipment  Necessary 110 

Sec.  3.  Kinds  of  Freight  Transportation  Services 114 

Sec.  4.  Mature  of  Freight  Transportation  Charges 115 

Sec.  5.  The  Transportation  Problem 115 

CHAPTER  VIII.    Development  of  the  Classification  and  Traffic 

Territories. 

Sec.    1.     Traffic  Flows  and  Markets 135 

Sec.    2.     Industrial,  Commercial  and  Traffic  Factors .  r 138 

Sec.    3.     Origin  of  Classification  and  Traffic  Territories 144 

Sec.    4.     Origin  of  Freight  Rate  Territories  and  Rate-Construction 

Points 148 

Sec.    5.     Purposes  of  Traffic  Associations 153 

CHAPTER  IX.    The  Classification  Territories. 

Sec.  1.  Factors  Developing  Different  Territories  .■ 167 

Sec.  2.  Official  Classification  Territory 169 

Sec.  3.  Western  Classification  Territory 170 

Sec.  4.  Southern  Classification  Territory 171 

Sec.  5.  Mexican  Classification  Territory ' 172 

Sec.  6.  Canadian  Classification  Territory 172 

Sec.  7.  Exceptions  to  Application  of  Classifications 172 

Sec.  8.  State  Classification  Territories 173 

CHAPTER  X.    Traffic  Territories  and  Rate-Points  in  Official 
Classification  Territory. 

Sec.    1.  New  England  Freight  Association  Territory 179 

Sec.    2.  Trunk  Line  Association  Territory 180 

Sec.    3.  Central  Freight  Association  Territory 181 

Sec.    4.  Canadian  Freight  Association  Territory 201 

Sec.    5.  Western  Termini  of  the  Eastern  Trunk  Lines 201 

Sec.    6.  Central  Freight  Association  Rate  Percentage  Groups 202 

Sec.    7.  Illinois  Freight  Committee  Territory 203 

Sec.    8.  Trunk  Line  and  New  England  Basing  Points 203 

Sec.    9.  Canadian  Freight  Association  Basing  Points 204 

Sec.  10.  Central  Freight  Association  Basing  Points 205 

Sec.  11.  Ohio  River  Crossings 207 

Sec.  12.  Chicago  Junction  Points 207 


xxxiv       AMERICAN  COMMERCE  ASSOCIATION 

Page 

Sec.  13.    Junctions   of   Central   Freight   Association   and   Western 

Roads 207 

Sec.  14.     Territory  "East  of  Indiana-Illinois  State  Line" 208 

Sec.  15.     Territory  "East  of  Western  Termini  of  the  Eastern  Trunk 

Lines" 209 

Sec.  16.     Middle  States  Freight  Association  Territory 209 

Sec.  17.     Chicago  and  Ohio  River  Committee  Territory 210 

Sec.  18.     Mississippi  Valley  Freight  Association  Territory 211 

Sec.  19.     Michigan  Freight  Committee 212 

Sec.  20.     St.  Louis-Cincinnati-Louisville  Freight  Committee  Terri- 
tory    212 

CHAPTER  XI.    Traffic  Territories  and  Rate-Points  in  Western 
Classification  Territory. 

Sec.    1.     Western  Trunk  Line  Territory 217 

Sec.    2.     Northwestern  Territory 219 

Sec.    3.     Trans-Missouri  Freight  Bureau  Territory 222 

Sec.    4.     Seaboard-Colorado-Utah  Territory 223 

Sec.    5.     Colorado-Utah  Territory 223 

Sec.    6.     Trans-Continental   Intermediate  Territory 224 

Sec.    7.     Trans- Continental  North  Pacific  Coast  Terminals 224 

Sec.    8.     Trans- Continental  California  Terminals 224 

Sec.    9.     Southwestern  Tariff  Committee  Territory 226 

Sec.  10.     Trans-Mississippi  River  Territory 227 

Sec.  11.     Seaboard-Missouri  River  Territory 230 

Sec.  12.     Pacific  Freight  Bureau  Territory 231 

Sec.  13.     Mississippi  River  Crossings 231 

Sec.  14.     Missouri  River  Crossings 232 

Sec.  15.     Rio  Grande  River  Crossings 232 

Sec.  16.     Duluth,  Winona,  St.  Paul  and  Common  Points 232 

Sec.  17.     Louisiana  Basing  Points 233 

Sec.  18.     Arkansas  Basing  Points 233 

Sec.  19.     Oklahoma  Basing  Points 234 

Sec.  20.     Texarkana  Rate  Points 235 

Sec.  21.     Texas  Common  Points  and  Differential  Territory 235 

Sec.  22.     Mexican  Common  Points 237 

Sec.  23.     Colorado  Common  Points 238 

Sec.  24.     Utah  Common  Points 239 

Sec.  25.     California  Terminals 239 

Sec.  26.     North  Pacific  Coast  Terminals 240 

Sec.  26A.  Intermediate  Pacific  Coast  Points 241 

Sec.  27.    Spokane  Rate  Points 242 

Sec.  28.     Montana  Common  Points 242 

Sec.  29.     Prorating  Points  in  Iowa  and  Missouri 243 

Sec.  30.    Texas  Tariff  Bureau  Territory 243 

Sec.  31.    Canadian  Freight  Association  Western  Lines 243 


TRAFFIC  GEOGRAPHY  xxxv 


CHAPTER  XII.    Traffic  Territories  and  Rate  Points  in 

Southern  Classification  Territory. 

Page 

Sec.    1.    Southeastern  Mississippi  Valley  Territory -. 247 

Sec.    2.     Southeastern  Freight  Association  Territory 249 

Sec.    3.  Joint  Southeastern    Mississippi   Valley    and    Southeastern 

Freight  Association  Territory 251 

Sec.    4.    Associated  Railways  of  Virginia  and  Carolinas 252 

Sec.    5.     Mississippi  Valley  Territory 252 

Sec.    6.     Mississippi  Valley  Basing  Points 256 

Sec.    7.     Carolina  Territory 257 

Sec.    8.    Green  Line  Territory 263 

Sec.    9.    Carolina  Territory  South  of  Walhalla  Line 265 

Sec.  10.     Southeastern  Territory 266 

Sec.  11.     Atlanta  Subterritory 275 

Sec.  12.     Montgomery  Subterritory 275 

Sec.  13.     Southeastern  Basing  Points 275 

Sec.  14.     Carolina  Basing  Points 276 

Sec.  15.     Virginia  Common  Points 277 

Sec.  16.     Virginia  Lines  Tariff  Bureau  Territory 277 

Sec.  17.     Virginia  Freight  Association  Territory 277 

Sec.  18.     Southern  Weighing  and  Inspection  Bureau  Territory 278 

Sec.  19.    Southern  Freight  Association  Territory 278 

CHAPTER  XIII,    Miscellaneous  Rate-Construction  Points. 

Sec.  1.  Ports  of  Entry  and  Export  in  the  United  States 283 

Sec.  2.  Gulf  Foreign  Freight  Committee  Ports • 284 

Sec.  3.  Panama  Canal  Rate  Points 285 

Sec.  4.  Tide  Water  Ports 285 

CHAPTER  XIV.   Traffic  Terminology ;  Agency-Published  Tariffs ; 
Claim  Agents ;  State  Railroad  Commissions. 

Sec.    1.     Definitions  of  Terms 289 

Sec.    2.     Chiefs  of  Railroad  Tariff  Bureaus 289 

Sec.    3.     Chairmen  of  Railroad  Traffic  Associations;  Tariff  Publish- 
ing Agencies 289 

Sec.    4.     Railroad  Freight  Claim  Agents 289 

Sec.    5.     State  Railroad  Commissions  and  Public  Service  Commis- 
sions   290 

Sec.    6.    The  Interstate  Commerce  Commission 294 

Sec.    7.    Canadian  Railway  Commission 294 


INTRODUCTION. 


The  Value  of  Traffic  Geography 


Sec.  1.    Importance  of  a  Knowledge  of  Traffic 

Geography. 
Sec.  2.    Composite  View  of  the  Subject 
Sec.  3.    Relation  of  Traffic  Geography  to  Traffic 

Work. 


(1) 


INTRODUCTION. 

The  Value  of  Traffic  Geography 

Sec.  1.     IMPORTANCE  OF  A  KNOWLEDGE  OF  TRAF- 
FIC GEOGRAPHY. 

Until  recently,  there  were  only  three  departments  in  busi- 
ness: (1)  Financing,  (2)  Production  and  (3)  Selling.  Because 
of  the  recent  amendments  made  to  the  Interstate  Commerce 
Law,  vesting  power  in  the  Interstate  Commerce  Commission 
to  supervise  and  control  advances  in  transportation  rates,  a 
new  department,  known  as  the  Department  of  Distribution, 
has  been  added. 

A  few  years  ago  the  largest  corporation  in  the  World  pre- 
sented to  a  prominent  traffic  expert  a  very  important  problem 
for  solution.  It  was  generally  conceded,  that  the  accurate 
answer  would  mean  a  saving  of  many  millions  of  dollars. 
This  corporation  possessed  large  holdings  of  iron  ore  in  the 
Lake  Superior  ranges  and  vast  quantities  of  coal  in  the  Illi- 
nois, Indiana,  Ohio  and  Pennsylvania  coal-fields. 

At  what  point  could  these  raw  materials  be  brought 
together  and  manufactured,  and  from  what  point  could  the 
finished  product,  in  the  form  of  iron  and  steel  articles,  be 
distributed  to  markets,  with  the  least  expense?  This  impor- 
tant question  was  considered  by  the  traffic  expert  with  the 
care  of  a  chemist,  analyzing  a  compound  for  its  component 
parts.  The  answer  to  this  question  resulted  in  an  expendi- 
ture of  $75,000,000,  before  a  dollar  of  profit  was  realized,  in 
the  sand  dune  deserts  at  the  foot  of  Lake  Michigan,  because 
that  was  the  strategic  point  at  which  steel  could  be  produced 
cheaper  than  at  any  other  place  in  the  United  States.  Gary, 
the  steel  center  of  the  world,  was  the  result  of  the  solution  of 
this  great  transportation  problem. 

(3) 


4  AMERICAN  COMMERCE  ASSOCIATION 

The  importance  of  a  thorough  knowledge  of  Traffic  Geog- 
raphy must  be  apparent  to  every  one  who  is  interested  in 
the  economic  distribution  of  the  products  of  commerce.  This 
subject  comprises  an  analysis  of  the  nature  and  meaning  of 
commerce,  and  its  relationship  to  industry,  transportation 
and  business. 

It  seeks  to  explain  why  the  products  of  commerce  are  dis- 
tributed to  different  sections  of  the  country,  how  they  are 
transported  to  various  markets  to  meet  the  wants  of  man, 
also  the  various  agencies,  which  give  "  place  utility  "  to  com- 
modities, by  transporting  these  articles  from  the  place  where 
they  are  of  little  or  no  value  to  the  markets  or  places  where 
they  may  be  sold  at  a  profit. 

Sec.  2.     COMPOSITE  VIEW  OF  THE  SUBJECT. 

In  this  work  will  be  given  a  bird's-eye  view  of  the  various 
traffic  flows,  consisting  of  iron  and  steel,  cattle,  packing  house 
products,  wheat  and  corn,  lumber,  coal  and  other  minerals 
and  ores  and  manufactured  articles.  An  analysis  will  also  be 
made  of  those  factors  which  have  to  do  with  the  distribution 
of  population,  location  of  industries,  and  the  development  of 
the  numerous  freight  services,  which  are  required  to  transport 
the  various  articles  of  commerce  from  sources  of  supply  to 
the  markets  of  consumption. 

The  numerous  industrial  and  commercial  conditions  which 
must  be  recognized  in  the  transportation  of  the  various  articles 
of  commerce,  give  rise  to  classification  and  traffic  territories, 
rate  groups,  and  rate  construction  points,  between  which  the 
railroad  freight  tariffs  apply.  These  tariffs  name  the  rates 
which  must  be  paid,  under  the  law,  for  the  transportation  of 
the  products  of  commerce.  These  various  classification,  traffic 
territories,  rate  groups  and  rate  construction  points,  will  be 
thoroughly  studied,  giving  a  basis  for  an  intelligent  under- 
standing of  the  computation  of  rates  in  the  various  rate  terri- 
tories. 

It  should  be  distinctly  understood  that  while  a  general 
knowledge  of  the  traffic  territories,  rate  groups  and  rate 
construction  points,  may  be  secured  by  the  study  of  certain 


TRAFFIC  GEOGRAPHY  5 

maps,  that  all  authoritative  information  in  respect  to  these 
territories,  basing  points,  common  points  and  rate  construc- 
tion points  is  to  be  found  only  in  the  tariffs,  and  so-called 
territorial  directories  published  by  the  railroads,  tariff  bureaus 
and  freight  traffic  associations. 

The  .various  maps  which  are  used  in  this  text  are  very 
general  in  their  nature  and  are  only  intended  to  give  a  general 
knowledge  of  the  location  and  boundaries  of  the  various  terri- 
tories, rate  groups  and  rate  construction  points.  In  every 
case  reference  is  made  to  the  authoritative  publication,  giving 
the  information  which  must  be  used  in  actual  traffic  work. 

Traffic  maps  have  no  authority  from  a  tariff  or  rate  stand- 
point and  should  not  be  used  in  the  computation  of  freight 
charges,  because  the  freight  tariff  or  publication  legally  on 
file,  at  the  time  the  shipment  moves,  with  the  Interstate  Com- 
merce Commission,  describing  the  traffic  territories,  rate 
groups  and  rate  construction  points  is  the  only  authority 
which  can  be  used  in  computing  a  transportation  charge. 

Sec.  3.     RELATION    OF    TRAFFIC    GEOGRAPHY    TO 
TRAFFIC  WORK. 

The  railroad  freight  tariffs  contain  the  freight  rates  which 
must  be  charged  and  paid  on  various  kinds  of  shipments. 
These  tariffs  are  published  by  individual  railroad  lines,  by 
railroads  in  connection  with  other  lines,  which  tariffs  are 
known  as  joint  tariffs,  and  by  agents  for  various  associa- 
tions of  carriers,  in  which  case  they  are  known  as  agency 
tariffs. 

In  order  to  determine  the  legal  rate  on  a  given  shipment 
it  is  necessary  to  know:  (1)  The  actual  point  of  origin  and 
destination  of  the  shipment ;  (2)  The  actual  date  on  which  the 
shipment  was  delivered  to  the  carrier,  in  order  to  deter- 
mine the  tariff  in  effect;  (3) The  line  or  lines  over  which 
the  shipment  moves;  (4)  The  class  at  which  the  article  is 
rated  or  the  commodity  rate  applying;  (5)  the  traffic  terri- 
tories within,  between  or  through  which  the  shipment  passes ; 
(6)  The  proper  routing  of  the  shipment  in  order  to  insure  the 


6  AMERICAN  COMMERCE  ASSOCIATION 

application  of  the  lowest  rate;  (7)  If  any  charges  are  neces- 
sary for  special  services  rendered,  and  (8)  The  freight  charges 
for  all  services  rendered  as  found  in  the  tariff  or  tariffs  cover- 
ing the  movement. 

One  must  have  a  knowledge  of  the  traffic  flows  and  traffic 
territories  in  order  to  thoroughly  understand  the  application 
of  tariffs.  Some  few  examples  of  the  application  of  tariffs 
will  now  be  given,  only,  however,  for  the  purpose  of  illus- 
trating where  the  freight  rates  are  found  and  to  show  the 
necessity  for  general,  specific  and  collateral  information. 
There  is  no  aim  here  to  make  these  applications  complete  as 
there  are  tens  of  thousands  of  them,  but  simply  to  show  the 
importance  of  knowing  the  various  territories. 

In  conjunction  with  the  following  observe  Map  No.  18.* 

From  points  in  Trunk  Line  Territory  to  points  in  Central 
Freight  Association  Territory  and  prorating  points  in  Mis- 
souri and  Iowa,  the  tariffs  of  the  individual  (originating)  lines 
apply.  The  individual  lines  also  publish  tariffs  carrying 
through  rates  to  St.  Paul,  Duluth,  Winona  and  Common 
Points.  These  tariffs  also  name  proportional  rates  to  the 
Missouri  River  applying  on  shipments  to  points  in  Montana 
and  Idaho  and  other  Northwestern  points,  not  subject  to  the 
Trans-Continental  basis,  also  to  Duluth,  on  shipments  to  points 
located  on  the  Canadian  Pacific,  Canadian  Northern  and  Grand 
Trunk  Pacific  Railways,  except  points  on  the  North  Pacific 
Coast,  shipments  to  which  points  are  subject  to  the  rates, 
rules  and  regulations  of  the  Trans-Continental  Freight 
Bureau  and  published  in  Bureau  Tariffs  by  agents  McCain, 
Morris  and  Countiss.  The  individual  lines  also  publish  rates 
to  the  East  Bank  crossings,  on  the  Mississippi  River,  which 
apply  as  proportional  rates  on  shipments  destined  to  points 
in  Trans-Mississippi  River  Territory,  not  covered  by  through 
rates. 

In  making  shipments  from  Atlantic  Seaboard  cities  to 
points  on  the  Missouri  River,  including  all  crossings  from 
Sioux  City  to  Kansas  City,  rates  are  made  by  using  the  car- 
riers' individual  issues  to  Chicago  or  Chicago  Junctions,  to 
Peoria,  or  to  Mississippi  River  Crossings,  and  therefrom  the 

*  Map  IS  follows  page  148. 


TRAFFIC  GEOGRAPHY  7 

issues  of  Agent  Boyd  (successor  to  W.  H.  Hosmer),  for  the 
Western  Trunk  Line  Committee  roads.  These  tariffs  also 
apply  on  shipments  destined  to  points  in  Southwestern  Mis- 
souri, Kansas,  Nebraska,  and  points  in  Colorado,  east  of  the 
Colorado  Common  Points.  The  same  proportional  tariffs 
apply  in  making  rates  to  the  Colorado  Common  Points  and 
Utah  Common  Points,  with  the  tariffs  as  published  by  Agent 
Poteet  for  the  Trans-Missouri  Freight  Bureau  Lines  applying 
beyond.  Through  rates  are  also  published  to  Missouri  River, 
Colorado  and  Utah  Common  Points,  by  the  way  of  the 
Atlantic  Ports,  Norfolk,  Newport  News,  by  Agent  Sedgman 
for  the  lines  which  are  members  of  the  Seaboard-Colorado 
Utah  Freight  Bureau. 

Through  rates  are  published  from  points  in  Central  Freight 
Association  Territory  to  points  in  Southwestern  Tariff  Com- 
mittee Territory,  viz. :  Arkansas,  Louisiana,  Texas  and 
Oklahoma,  also  proportional  rates  to  Rio  Grande  River 
Crossings  on  shipments  destined  to  points  in  the  Republic  of 
Mexico,  in  tariffs  issued  jointly  by  agents  Morris  and  Leland 
for  the  Central  Freight  Association  and  the  Southwestern 
Tariff  Committee  roads,  respectively. 

From  Trunk  Line,  New  England  Freight  and  Central 
Freight  Association  Territories  to  points  in  New  Mexico, 
Arizona,  Nevada,  California,  including  South  Pacific  Coast 
Terminals,  through  rates  are  published  in  tariffs,  issued  jointly 
by  Agents  McCain,  Morris  and  Countiss  for  the  Trunk  Line, 
New  England  Freight  and  Central  Freight  Association  and 
Trans-Continental  Freight  Bureau  roads,  respectively. 

Through  rates  are  published  in  agency  issues  of  Eugene 
Morris  from  points  in  Central  Freight  Association  Territory 
on  both  classes  and  commodities,  to  St.  Paul,  Duluth,  Winona 
and  Common  Points.  These  rates  also  apply  proportionally 
to  the  Missouri  River  points  on  shipments  destined  to  points 
in  Idaho  and  Montana,  not  subject  to  the  Trans-Continental 
Basis. 

Through  rates  are  published  from  pro-rating  points  in 
Iowa  and  Missouri,  also  points  in  Illinois,  to  points  in  the 


8  AMERICAN  COMMERCE  ASSOCIATION 

Central  Freight  Association  Territory,  by  Agent  Boyd  for 
the  Western  Trunk  Line  Committee  roads. 

To  points  in  the  Southeastern  and  Carolina  territories  to 
which  there  are  no  through  rates  in  effect,  the  rates  are  made 
by  combination  on  the  Ohio  River  or  Virginia  Cities,  which- 
ever makes  the  lower  rate. 

To  rate  a  shipment  from  any  of  the  principal  common 
points  in  the  Southeastern  Freight  Association  Territory  to 
Southeastern  Mississippi  Valley  Freight  Association  Territory, 
the  tariffs  published  by  Agent  Hinton,  for  the  carriers  which 
are  members  of  the  Southeastern  Freight  Association  Terri- 
tory, should  be  used. 

Tariffs  applying  from  the  Carolina  Territory  to  New  Eng- 
land Freight  and  Trunk  Line  Association  Territories  and 
Virginia  Points,  also  to  points  on  the  Ohio  and  lower  Missis- 
sippi Rivers,  are  published  by  Agent  Hinton  as  are  also  many 
commodity  tariffs  applying  from  the  Southeastern  Freight 
Association  Territory  to  the  Carolinas  Territory  and  to  points 
in  Trunk  Line,  Central  Freight  Association  and  Western 
Trunk  Line  Territories. 

Rates  from  California,  North  Pacific  Coast  and  British 
Columbia  Terminals  to  Overland  Common  points,  including 
points  in  Western  Trunk  Line  Committee,  Central  Freight 
Association,  Trunk  Line  Association,  New  England  Freight 
Association,  Southeastern  Freight  Association,  Mississippi 
Valley  Freight  Association  territories,  are  published  in  Trans- 
continental Freight  Bureau  Tariffs,  R.  H.  Countiss,  Agent. 

It  is  obvious,  therefore,  from  the  few  general  examples 
given  here  of  the  application  of  tariffs,  that  in  order  to  under- 
stand where  to  find  the  proper  rate  or  rates,  or  to  know  the 
application  of  railroad  freight  tariffs  and  compute  accurate 
charges,  one  must  have  a  thorough  knowledge  of  the  traffic 
territories,  rate  groups  and  rate  construction  points,  which 
information  is  given  in  this  treatise  on  Traffic  Geography. 


CHAPTER  I. 

The  Nature  of  Commerce 


Sec.  1.  The  Beginning  of  Commerce. 

Sec.  2.  Relation  of  Commerce  to  Business. 

Sec.  3.  Regulation  of  Commerce. 

Sec.  4.  The  "  Commerce  Clause  "  of  the  Constitu- 
tion of  the  United  States. 

Sec.  5.  General  Meaning  of  Commerce. 

Sec.  6.  Technical  Meaning  of  Commerce. 

Sec.  7.  Agencies  Promoting  Commerce. 


(9) 


CHAPTER  I. 

The  Nature  of  Commerce 

Sec.  1.    BEGINNING  OF  COMMERCE. 

The  Indian  procured  his  food  by  fishing,  hunting  and 
trapping.  He  supplied  many  of  his  wants  from  the  forest. 
His  clothes  were  made  from  the  furs  and  skins  of  animals. 
His  wigwam  was  constructed  from  the  barks  of  trees  and  the 
materials  which  he  found  in  the  hunting-ground.  His  wants 
were  few  and  they  were  easily  supplied.  For  many  years  the 
wigwam  with  its  curling  smoke  was  the  only  sign  of  human 
habitation. 

Our  forefathers,  before  the  era  of  the  present-day  manu- 
facturing, procured  life's  necessities  in  the  communities  in 
which  they  lived.  Flour  came  from  the  town  mill,  shoes  were 
made  by  their  neighbors,  and  the  clothes  for  the  family  came 
from  the  loom  in  the  home,  turned  by  hand  or  by  the  passing 
creek.  A  mill  in  the  community  supplied  nails  and  other  metal 
implements.  Stoves  were  made  at  the  home  foundry.  On 
every  hand  there  was  the  hammering  and  the  hum  of  home 
industry.  The  community  could  have  existed  alone  on  an 
inaccessible  island,  so  well  was  it  equipped  to  take  care  of  its 
ordinary  wants.  But  beyond  the  circle  where  the  earth  and 
the  sky  met,  there  was  soon  to  develop  unknown  to  the 
inhabitants  of  the  early  village,  a  greater  world  —  the  world 
of  modern  business. 

At  the  beginning  of  American  commerce,  local  manufac- 
tories supplied  practically  all  of  the  wants  of  the  people.  Most 
everything  needed  by  the  community  was  made  at  home. 
Each  of  the  inhabitants  exchanged  the  products  of  his  labor 
for  the  goods  produced  by  others.  The  primitive  community 
had  little  intercourse  with  the  outside  world  and,  of  course, 
had  only  the  most  primitive  of  transportation  agencies.     As 

(11) 


12  AMERICAN  COMMERCE  ASSOCIATION 

soon  as  the  artisans  of  the  early  village,  the  tailor,  the  smith, 
and  the  carpenter,  began  to  specialize  in  their  chosen  lines  of 
work,  it  became  necessary  for  them  to  employ  assistants. 

With  an  increase  in  population,  the  demand  for  manu- 
factured articles  became  greater,  and  the  raw  materials  at 
home  were  soon  found  to  be  insufficient.  Greater  quantities 
of  raw  materials,  therefore,  had  to  be  brought  from  other  and 
sometimes  distant  sources  of  supply. 

Soon  the  production  of  finished  products  became  greater 
than  necesary  for  home  consumption,  which  gave  rise  to 
shipping  the  surplus  goods  to  markets  where  they  could  be 
sold,  and  to  do  this  required  an  agency  new  to  these  people 
and  forced  them  to  look  about  for  cheap,  suitable  means  to 
carry  on  their  business  in  a  manner  that  would  assist  in 
assembling  raw  materials  and  the  distribution  of  goods  in 
quantities. 

Some  of  the  members  of  the  early  community  gave  their 
time  to  the  manufacture  of  articles  for  daily  use,  while  other 
members  devoted  their  time  to  agriculture  or  the  production 
of  food  products.  It  was  soon  found  more  economical  for 
men  to  specialize  in  the  manufacture  of  the  various  parts  of 
the  articles  of  commerce.  For  instance,  the  farmer  produced 
the  skin,  the  tanner  tanned  it,  and  the  shoemaker  made  it  into 
shoes,  thus  giving  rise  to  the  various  trades  and  a  division  of 
labor. 

The  two  principal  causes  which  gave  birth  to  commerce, 
as  we  know  it,  were  (1)  the  imequal  distribution  of  the  prod- 
ucts needed  by  man  in  the  various  sections  of  the  country 
and  (2)  the  centralization  of  skilled  labor  at  certain  points, 
often  because  of  climatic  conditions.  A  country  which  is 
rich  in  certain  products,  sells  its  surplus  to  other  countries 
in  exchange  for  articles  which  it  does  not  or  can  not  produce. 
Argentine  sells  its  surplus  of  grain,  meat  and  hides  of  which 
it  has  an  abundance,  to  other  countries  for  coal  and  iron  of 
which  it  has  a  very  limited  supply.  The  division  of  labor,  the 
supplying  of  the  wants  of  man,  and  the  distribution  of  the 
products  of  commerce  cause  men  to  engage  in  trade. 


TRAFFIC  GEOGRAPHY  13 

Sec.  2.    RELATION  OF  COMMERCE  TO  BUSINESS. 

The  development  of  the  different  processes  through  which 
the  articles  of  commerce  pass  before  they  reach  the  consumer, 
has  resulted  in  our  present-day  Commerce,  Industry,  Trans- 
portation and  Business.  The  materials  from  our  mines  and 
soil,  which  enter  into  the  finished  products  of  to-day,  may 
have  been  supplied  from  sources  only  a  few  miles  distant, 
or  from  thousands  of  miles  away. 

It  is,  therefore,  necessary  that  there  be  some  agency,  not 
only  for  carrying  the  raw  materials  from  sources  of  supply 
to  the  factory,  where  they  are  manufactured  either  partially 
or  completely,  but  also  for  distributing  the  articles  to  the 
various  markets.  This  agency  is  the  common  carrier  and  its 
function  is  transportation. 

Industry,  in  its  general  meaning,  includes  those  processes 
through  which  materials  pass  until  they  are  manufactured 
into  the  finished  product. 

Commerce,  generally  speaking,  includes  those  agencies  by 
which  products  pass  from  the  source  of  supply  to  the  factory 
and  to  the  consumer.  It  is  the  interchange  of  products  by 
nations  or  individuals. 

Transportation,  in  a  general  sense,  is  the  moving  of  the 
raw  materials  or  products  from  place  to  place,  throughout 
any  of  the  various  processes  of  industry. 

Business,  in  a  general  way,  is  the  vocation  of  those  engaged 
in  carrying  on  industry,  commerce  or  transportation. 

It  is,  therefore,  apparent  that  transportation  is  an  indis- 
pensable factor  in  all  commercial  activity.  Goods  can  be 
moved  from  place  to  place  by  railroad,  boat,  barge,  ox-cart, 
wagon,  stage,  by  beast  of  burden,  or  even  on  the  backs  of 
humans,  but  the  railroad  is  the  superior  agency  and  has  been 
developed  to  such  a  degree  of  proficiency,  that  it  is  to-day 
the  chief  means  of  transportation. 

The  railways  carry  the  raw  materials  from  the  sources  of 
supply  to  the  mill  or  factory,  where  they  are  completely  or 
partially  manufactured,  and  then  they  carry  the  product  to  a 
warehouse  or  to  a  market  ready  for  further  distribution  or 


14  AMERICAN  COMMERCE  ASSOCIATION 

for  sale   to  the   consumer.     The  railroads   enter  into   every 
process  of  production  and  distribution. 

Sec.  3.    THE  REGULATION  OF  COMMERCE. 

The  Mediterranean  Sea,  at  one  time,  was  the  home  of  a 
most  extensive  commerce.  All  commerce  was  carried  on  at 
great  risk,  not  alone  from  storms  or  pirates,  but  from  com- 
plications arising  through  lack  of  uniformity  of  custom  of 
the  various  nations  engaged  in  the  trade. 

It  was  deemed  wise  to  have  a  set  of  uniform  rules  to 
govern  this  commerce  and  the  code  adopted  contained  the 
first  vSea  Laws. 

As  soon  as  France  and  the  other  Western  nations  began 
to  trade  with  the  far  East,  the  old  Sea  Laws,  changed  and 
modified  by  different  governments  from  time  to  time,  were 
adopted  by  Northern  ports,  and  eventually  standardized  as 
the  regulation  code  of  commerce  among  the  leading  maritime 
nations  of  Europe. 

For  many  years  after  the  Colonists  settled  in  America 
there  was  no  foreign  commerce.  Trading  was  finally  carried 
on  with  England.  Raw  materials  were  exchanged  for  goods, 
or  money  for  goods,  or  commodities  and  money  for  taxes. 

As  the  Colonists  prospered  and  the  fertility  and  resources 
of  the  country  produced  an  abundance,  trade  between  com- 
munities in  America  was  developed,  and  commerce  became 
a  business  of  much  activity  and  many  depended  on  it  for 
their  existence. 

The  commercial  success  of  the  Colonists  caused  jealousy 
and  unrest,  and  developed  into  the  independence  of  the  Col- 
onists and  the  formation  of  the  United  States  of  America. 

In  drafting  a  Constitution  much  consideration  was  given 
to  the  future  commerce  of  the  country  and  the  effect  which 
the  complexity  of  the  laws  of  the  different  States  might  have, 
when  applied  to  commerce  between  the  several  States  of  the 
Union. 

The  Constitution  of  the  United  States  was  framed  in  such 
a  manner  as  to  give  Congress  power  over  the  regulation  of 
commerce  between  the  States  as  well  as  foreign  countries. 


TRAFFIC  GEOGRAPHY  15 

Most  of  the  States  located  on  the  ocean  were  carrying  on 
foreign  commerce,  but  could  not  agree  upon  any  satisfactory 
terms  for  carrying  on  the  commerce  among  themselves.  One 
of  the  principal  reasons  for  introducing  the  Commerce  Clause 
in  the  Constitution  was  to  settle  the  question  of  the  regulation 
of  commerce  between  the  States. 

In  the  case  of  Cook  vs.  Marshall  County,  196  U.  S.  261, 
it  is  stated  that  the  power  of  Congress  to  regulate  commerce 
among  the  States  is,  perhaps,  the  most  benign  gift  of  the  Con- 
stitution, indeed,  it  may  be  said  without  it,  the  Constitution 
would  not  have  been  adopted. 

The  Supreme  Court,  in  1895,  in  expressing  the  Federal 
power  over  interstate  commerce,  said :  "  Constitutional  pro- 
visions do  not  change,  but  their  operation  extends  to  the 
many  modes  of  living  and  to  the  habits  of  life  to-day.  The 
Constitution  is  the  same  to-day  as  when  transportation  on 
land  was  by  coach  and  wagon,  and  on  water  by  canal  boat 
and  sailing  vessel,  yet  in  its  actual  administration,  it  touches 
and  regulates  transportation  by  means  then  unknown  —  the 
railroad  trains  and  steamships.  So  it  is  with  the  grant  to  the 
National  Government  of  power  over  interstate  commerce. 
The  Constitution  has  not  changed.  The  power  is  the  same. 
But  it  operates  to-day  upon  the  regulation  of  interstate  com- 
merce, unknown  to  our  forefathers,  and  it  will  operate  with 
equal  force  in  the  new  modes  of  commerce  which  the  future 
may  develop." 

"  I  believe,"  said  the  President  in  his  message  sent  to  the 
Sixtieth  Congress  in  December,  1908,  "  that  under  the  Com- 
merce Clause  of  the  Constitution  of  the  United  States,  Con- 
gress has  complete  and  paramount  right  to  control  all  agencies 
of  interstate  commerce,  and  I  believe  that  the  National  Gov- 
ernment alone  can  exercise  this  right  with  wisdom  and 
effectiveness  and  do  justice  to  the  great  corporations,  which 
are  the  most  important  factors  in  modern  business." 

Sec.  4.    THE  COMMERCE  CLAUSE  OF  THE  CONSTI- 
TUTION. 

The  meaning  of  commerce,  as  used  in  the  Constitution  of 
the  United  States,  not  only  includes  intercourse  and  traffic. 


16  AMERICAN  COMMERCE  ASSOCIATION 

but  it  also  includes  navigation.  The  Commerce  Clause  of  the 
Federal  Constitution  reads  as  follows : 

"  The  Congress  shall  have  power  to  regulate  commerce 
with  foreign  nations,  among  the  several  States,  with  the  Indian 
Tribes." 

The  Constitution  does  not  give  a  definition  of  commerce, 
but  the  Supreme  Court  of  the  United  States  has  defined  com- 
merce to  consist  in  intercourse  and  traffic,  including  in  these 
terms,  navigation  and  the  transportation  and  transit  of  prop- 
erty, as  well  as  the  purchase,  sale  and  exchange  of  commod- 
ities. 

In  the  important  case  McCall  vs.  California,  136  U.  S.  104, 
the  Court  held  that  "  Commerce  includes  the  facts  of  inter- 
course and  of  traffic,  and  embraces  all  the  means,  instruments 
and  places  by  which  intercourse  and  traffic  are  carried  on,  and 
it  comprehends  the  act  of  carrying  them  on  at  those  places." 
The  Court  also  held  that  the  subject-matter  of  intercourse  or 
traffic  may  be  either  things,  goods,  chattels,  merchandise  or 
persons. 

Sec.  5.     GENERAL  MEANING  OF  COMMERCE. 

Commerce,  in  a  general  sense,  means  the  exchange  of 
property.  In  the  first  place,  it  should  be  understood  that 
commerce  develops  as  civilization  advances.  Its  meaning, 
therefore,  is  constantly  changing.  It  may  mean  the  inter- 
change or  mutual  exchange  of  goods,  products  or  property 
of  any  kind,  between  nations  or  individuals,  either  by  pur- 
chase, sale,  barter,  trade  or  traffic.  Some  authorities  define 
commerce  as  being  an  exchange,  or  the  buying  or  selling  of 
commodities ;  or  the  exchange  of  merchandise  on  a  large  scale 
between  diflferent  places. 

Mr.  Justice  Johnson,  in  the  case  Gibbons  vs.  Ogden,  said : 
"  Commerce,  in  its  simplest  signification,  means  an  exchange 
of  goods,  but  in  the  advancement  of  society,  we  find  that 
labor,  transportation,  intelligence,  care  and  the  various 
mediums  of  exchange  enter  into  commerce.  The  subject,  the 
vehicle,  the  agent  and  their  various  operations  become  the 
object  of  commercial  relation." 


TRAFFIC  GEOGRAPHY  •       '        17 

In  the  case  of  the  Pensacola  Telephone  Company  vs.  the 
Western  Union  Telegraph  Company,  the  Court  held  that 
commerce  extends  from  the  horse  with  its  rider,  from  the 
stage  coach  to  the  steamboat  and  railroad,  and  from  the  rail- 
road to  the  telegraph,  as  these  new  agencies  come  into  use. 

The  term  commerce  has  been  found  to  include  even  the 
transmission  of  intelligence  by  mail.  This  was  brought  out 
in  the  case  of  the  International  Text-book  Co.  vs  Piggs.  The 
Court  held :  "  If  intercourse  between  persons  of  different 
States  by  means  of  a  telegraphic  message,  conveying  intelli- 
gence or  information,  is  commerce  among  the  States,  we  can 
not  doubt  but  that  communication  between  persons  in  differ- 
ent States  by  means  of  correspondence  through  the  mails  is 
commerce  among  the  States,  especially  if  such  communication 
or  intercourse  really  relates  to  matters  of  regular  continuous 
business  and  to  the  making  of  contracts,  and  the  transmission 
of  books,  papers,  etc.,  pertaining  to  their  work." 

Sec.  6.    TECHNICAL  MEANING  OF  COMMERCE. 

The  word  "  intra  "  is  a  Latin  word  meaning  within.  Intra- 
state Commerce  therefore  signifies  commerce  within  a  State. 
The  Commerce  Clause  of  the  Constitution  of  the  United  States 
excludes  all  commerce  within  a  State.  The  Interstate  Com- 
merce Law,  in  order  to  make  it  very  clear  that  it  has  no 
jurisdiction  over  intrastate  commerce,  or  commerce  wholly 
within  a  State,  distinctly  states  in  Sec.  1  of  the  Act,  "  the  pro- 
visions of  this  Act  shall  not  apply  to  the  transportation  of 
persons  or  property,  or  to  the  receiving,  storage,  or  handling 
of  property  wholly  within  one  State,  and  not  shipped  to  or 
from  a  foreign  country,  from  or  to  any  State  or  Territory." 

The  prefix  "  inter "  is  a  Latin  word  meaning  between. 
Inter-state  Commerce,  therefore,  is  commerce  between  the 
States.  It  is  very  fully  defined  in  the  first  section  of  the  Act 
to  regulate  commerce  as  follows : 

"  The  provisions  of  this  Act  shall  apply  to  any  common 
carrier  or  carriers  engaged  in  the  transportation  of  passengers 
or  property  wholly  by  railroad  (or  partly  by  railroad,  and 
partly  by  water  when  both  are  used  under  a  common  control, 


18  AMERICAN  COMMERCE  ASSOCIATION 

management,  or  arrangement  for  a  continuous  carriage  or 
shipment),  as  follows: 

"  (a)  From  one  State  or  Territory  of  the  United  States 
or  the  District  of  Columbia,  to  any  other  State  or  Territory 
of  the  United  States,  or  the  District  of  Columbia,  or 

"  (b)  From  one  place  in  a  Territory  to  another  place  in 
the  same  Territory,  or 

"  (c)  From  any  place  in  the  United  States  to  an  adjacent 
foreign  country,  or 

"  (d)  From  any  place  in  the  United  States  through  a  for- 
eign country  to  any  other  place  in  the  United  States,  or 

"  (e)  To  the  transportation  in  like  manner  of  property 
shipped  from  any  place  in  the  United  States  to  a  foreign 
country  and  carried  from  such  place  to  a  port  of  trans- 
shipment, or 

"  (f)  To  a  shipment  from  a  foreign  country  to  any  place 
in  the  United  States  and  carried  to  such  place  from  a  port  of 
entry  either  in  the  United  States  or  an  adjacent  foreign 
country." 

It  must  be  distinctly  understood  in  all  traffic  work,  that 
the  only  common  carriers  which  are  directly  subject  to  the 
Interstate  Commerce  Law  or  under  the  jurisdiction  of  the 
Interstate  Commerce  Commission,  are  those  specified  in  the 
Act  to  Regulate  Commerce. 

Transportation  includes  all  kinds  of  cars  and  vehicles  of 
shipment,  also  all  the  services  rendered,  as  delivery,  storage, 
elevation,  ventilation,  refrigeration,  etc.,  and  the  transfer  of 
shipments. 

Interstate  Commerce  signifies  commerce  between  the 
States  or  between  the  United  States  and  foreign  nations.  In 
other  words  the  term  signifies  "  Big  Business."  Corpora- 
tions which  are  engaged  in  Interstate  Commerce  are  to  be 
regulated  by  a  Federal  Trade  Commission  which  has  func- 
tions similar  to  those  of  the  Interstate  Commerce  Commission. 
The  time  is  not  far  distant  when  all  big  business  will  be  con- 
ducted under  the  supervision  of  the  Federal  Laws.  These 
laws  will  regulate  industries  as  well  as  railroads.  It  naturally 


TRAFFIC  GEOGRAPHY  19 

follows,    therefore,    that    every    business    man    must   have   a 
thorough  knowledge  of  Interstate  Commerce. 

Sec.  7.     COMMON   CARRIERS:    AGENCIES   PROMOT- 
ING COMMERCE. 

The  question  naturally  arises  at  this  point :  What  are  and 
what  will  be  the  principal  agencies  promoting  commerce?  In 
Europe  the  water  carriers  transport  the  greater  tonnage.  In 
this  country  the  railroads  have  been  developed  so  rapidly 
during  the  last  fifty  years  that  they  transport  the  larger  por- 
tion of  our  commerce. 

A  common  carrier  is  any  person  or  corporation  making  a 
business  of  carrying  from  one  place  to  another,  the  goods  of 
all  people  who  apply  for  transportation,  provided  that  the 
goods  are  of  the  nature  which  are  accepted  from  every  one 
alike  for  shipment.  It  is  also  understood  that  all  people  who 
apply  for  this  carrying  service  must  agree  to  the  reasonable 
terms  and  conditions  prescribed  by  the  carrier.  Under  the 
common  law,  any  common  carrier  which  refuses  to  carry 
goods  for  all  people  alike  under  the  same  conditions,  is  liable 
to  an  action  at  law  by  the  party  who  is  damaged.  A  common 
carrier,  under  the  common  law,  is  an  insurer  of  the  goods 
entrusted  to  him,  and  is  responsible  for  any  losses  excepting 
those  which  are  occasioned  by  the  act  of  God  or  the  public 
enemy. 

The  amendment  of  1910  to  the  Interstate  Commerce  Law 
included  express  companies,  telegraph  companies  and  tele- 
phone companies,  under  the  jurisdiction  of  the  "  Act  to  Regu- 
late Commerce."  These  different  companies  are  all  important 
in  the  promotion  of  commerce.  In  this  country,  the  water 
carriers  are  not  developed  to  the  utmost,  it  being  claimed  by 
some  that  this  is  due  probably  to  the  domination  of  the  large 
railroad  corporations.  The  Panama  Canal  and  the  develop- 
ment of  the  Lakes  to  the  Gulf  Deep  Waterway  will  stimulate 
water  transportation  in  this  country  and  greatly  develop  all 
the  common  carriers,  promoting  commerce,  and  make  many 
new  transportation  problems  which  only  the  trained  man 
can  satisfactorily  solve. 


CHAPTER  II. 

The  Nature  of  Transportation 

Sec.  1.    Relation  of  Transportation  to  Industry  and 

Commerce, 
Sec.  2.    Relation  of  Transportation  Charges  to 

Industry  and  Commerce. 
Sec.  3.     Nature  of  Discrimination. 
Sec.  4.     Kinds  and  Effects  of  Discrimination. 
Sec.  5.     Railroad  Competition  and  Monopoly. 
Sec  6.    Nature  of  Transportation  Charges. 


(21) 


CHAPTER  II. 

The  Nature  of  Transportation 

Sec.  1.    RELATION    OF   TRANSPORTATION   TO    IN- 
DUSTRY AND  COMMERCE. 

Transportation  is  the  most  important  factor  of  commerce. 
It  gives  to  goods  their  value.  The  market  cost  of  an  article, 
produced  by  human  labor,  depends  principally  upon  the  cost 
of  carrying  it  from  the  place  where  it  is  of  little  or  no  value, 
to  a  place  where  it  is  of  sufficient  value  to  compensate  for  the 
cost  of  its  production,  and  give  the  producer  a  reasonable 
profit. 

Transportation  enters  as  a  controlling  force  into  the 
degree  of  success  or  failure  of  most  every  business  enterprise. 
It  is  through  the  railroads  of  the  country,  that  the  life-blood 
of  commerce  flows.  There  is  nothing  that  we  eat,  nothing 
that  we  wear,  no  part  of  the  house  which  shelters  us  from 
the  summer's  sun  or  the  winter's  cold,  that  is  not  afifected  by 
transportation.  The  great  question  of  transportation  some- 
times determines  the  character  of  the  poor  man's  house  and 
the  rich  man's  palace.  A  proportion  of  the  cost  of  almost 
everything  that  we  buy  is  represented  by  the  expense  of  trans- 
portation. 

Sec.  2.    RELATION  OF  TRANSPORTATION  CHARGES 
TO  INDUSTRY  AND  COMMERCE. 

The  term  transportation  technically  includes  all  cars  and 
other  vehicles  and  all  instrumentalities  and  facilities  of  ship- 
ment or  carriage,  irrespective  of  ownership,  or  of  any  contract 
expressed  or  implied,  for  use  in  all  services  in  connection  with 
the  receipt,  delivery,  elevation  and  transfer  in  transit,  of  all 
classes  of  shipments  and  the  ventilation,  refrigeration,  icing, 
storage  or  handling  of  property  transported. 

(23) 


24  AMERICAN  COMMERCE  ASSOCIATION 

The  term  railroad,  as  it  is  used  in  interstate  commerce, 
includes  all  bridges  and  ferries  operated  in  connection  with  a 
railroad,  and  also  all  of  the  means  used  in  performing  the 
transportation  service  by  any  corporation  operating  a  railroad 
whether  owned  or  operated  under  a  contract,  agreement  or 
lease.  It  also  includes  all  switches,  spurs,  tracks,  terminal 
facilities,  freight  depots,  yards  and  grounds,  used  in  the  receipt, 
delivery  or  transportation  of  any  kind  of  property. 

As  the  railroad  property  represents  a  tremendous  invest- 
ment of  capital;  it  follows  as  a  matter  of  course  a  charge  must 
be  made  by  the  company  for  its  services,  in  moving  property 
from  place  to  place,  and  such  charge  forms  a  part  of  the  market 
cost  or  the  cost  of  distribution  of  every  article  of  commerce. 
There  is  a  certain  limit  in  the  cost  of  transportation  beyond 
which  it  is  unprofitable  for  producers  to  ship  goods.  Therefore, 
transportation  or  freight  charges  affect  the  development  of 
industry,  commerce  and  business,  and  concern  every  one  every- 
where. They  affect  those  engaged  in  industry  as  the  producers 
of  raw  materials,  also  the  producers  and  employers  in  the 
fields,  mines  and  factories.  They  affect  those  engaged  in  the 
distribution  of  goods  as  the  sales  agents,  wholesalers,  jobbers 
and  retailers.  They  affect  the  consumer,  since  freight  charges 
form  a  part  of  the  purchase  price  of  every  article. 

Freight  charges  also  affect  the  railroads  themselves,  as 
the  carriers  must  charge  enough  to  make  sufficient  revenue 
to  support  themselves,  keep  up  their  plants,  provide  equipment 
to  take  care  of  the  increasing  business  of  the  country,  and 
render  to  shippers  a  dependable  and  equitable  service. 

About  sixty  per  cent  of  the  expense  of  operating  a  railroad 
is  a  constant  or  fixed  expense  and  must  be  borne  whether  a 
large  or  small  amount  of  shipping  is  done.  This  condition 
has,  at  times,  worked  as  an  inducement  on  the  part  of  rail- 
road traffic  managers  to  reduce  rates  in  order  to  get  business, 
and  it  sometimes  gives  large  shippers  a  good  ground  to 
demand  low  rates  under  a  threat  that  they  will  ship  over  com- 
peting lines.  This  condition  often  results  in  making  freight 
charges  which  are  unremunerative  as  well  as  preferential,  if 
not  discriminatory. 


TRAFFIC  GEOGRAPHY  25 

Sec.  3.    NATURE  OF  DISCRIMINATION. 

The  fight  for  the  control  of  markets  began  with  the  exten- 
sive trade  between  India  and  Europe.  Columbus  in  discover- 
ing America  was  in  search  of  a  new  trade  route  to  India. 

A  fight  for  trade  was  carried  on  between  the  original 
Colonists  and  England,  the  mother  country.  Rules  of  trade 
between  markets  was  one  of  the  chief  contentions  in  the 
arguments  preceding  the  adoption  of  the  Constitution  of  the 
United  States,  these  contentions  resulting  in  the  famous 
"  Commerce  Clause,"  the  basis  of  our  present  government 
regulation  of  Interstate  Commerce. 

One  of  the  most  unsuccessful  ways  of  promoting  business 
is  through  discrimination  in  freight  charges.  Discrimination 
was  generally  practiced  before  the  original  Interstate  Com- 
merce Law  was  passed.  The  relation  between  shippers  and 
carriers  became  so  critical  in  1868  that  the  Senate  and  House 
of  Representatives  of  the  United  States  passed  a  resolution 
requiring  an  investigation  of  the  facts,  and  a  determination 
of  the  extent  of  Federal  authority.  It  was  reported  to  Con- 
gress that  the  Government  under  the  Commerce  Clause  of  the 
Constitution  had  full  power  to  regulate  Interstate  Commerce. 
Many  bills  were  introduced  into  Congress  at  this  time  with 
the  view  of  regulating  commerce  between  the  States.  Finally 
in  1886  the  Cullum  Committee  was  appointed  to  make  a  com- 
plete investigation  of  prevailing  conditions  in  all  parts  of  the 
United  States  and  report  to  the  Senate. 

One  paragraph  from  this  report  will  show  the  critical  con- 
dition existing  at  this  time : 

"  American  railroads  have  provided  the  most  efficient  rail- 
way service  and  the  lowest  rates  in  the  world,  but  it  is  recog- 
nized that  this  has  been  attained  at  the  most  unwarranted 
discrimination,  and  its  effect  has  been  to  build  up  the  strong 
at  the  expense  of  the  weak,  to  give  the  large  dealer  an  advan- 
tage over  the  small  trader,  to  make  capital  count  for  more 
than  individual  enterprise,  to  concentrate  business  at  the  great 
commercial  centers,  to  necessitate  combinations  and  aggrega- 
tions of  capital,  to  foster  monopoly,  to  encourage  the  growth 


26  AMERICAN  COMMERCE  ASSOCIATION 

of  corporate  power,  and  to  throw  the  control  of  the  commerce 
of  the  country  more  and  more  into  the  hands  of  the  few." 

This  report  aroused  the  most  progressive  statesmen  to 
action.  As  a  result  the  original  Interstate  Commerce  Law 
was  approved  on  February  4,  1887,  and  took  effect  on  April  5, 
1887,  and  it  aimed  to  eliminate  the  evils  pointed  out  in  the 
Cullum  Report.  The  true  status  of  the  traffic  conditions  at 
the  time  the  original  Interstate  Commerce  Law  was  passed 
is  most  excellently  summarized  in  the  Cullum  Report  as 
follows : 

"  That  local  rates  were  unreasonably  high,  compared  with 
through  rates;  that  both  local  and  through  rates  were  unrea- 
sonably high  at  non-competing  points,  either  from  the  absence 
of  competition  or  in  consequence  of  pooling  agreements ;  that 
rates  were  established  without  apparent  regard  to  the  actual 
cost  of  the  service  performed,  and  based  largely  on  '  what  the 
traffic  would  bear,'  *  that  unjustifiable  discriminations  were 
constantly  made  between  individuals  in  the  rate  charges  for 
like  services  under  similar  circumstances;  that  improper  dis- 
criminations were  made  between  different  quantities  of  the 
same  class  of  freight;  and  that  unreasonable  discriminations 
were  made  between  localities  similarly  situated.' 

It  was  also  pointed  out  "  that  the  effect  of  the  prevailing 
policy  of  the  railroad  management,  by  an  elaborate  system  of 
secret  special  rates,  rebates,  and  concessions  was  to  foster 
monopoly,  to  enrich  favored  shippers,  and  to  prevent  free 
competition  in  many  lines  of  trade  in  which  transportation 
was  an  important  factor;  that  such  favoritism  and  secrecy 
introduced  an  element  of  uncertainty  into  legitimate  business 
that  greatly  retarded  the  development  of  our  industries  and 
commerce;  that  the  secret  cutting  of  rates  and  the  sudden 
fluctuations  that  constantly  took  place  were  demoralizing  to 
all  business  except  that  of  a  purely  speculative  character,  and 
frequently  occasioned  great  injustice  and  heavy  losses;  that 
in  the  absence  of  national  and  uniform  legislation,  the  rail- 
roads were  able,  by  various  devices,  to  avoid  their  responsi- 
bilities as  carriers,  especially  on  shipments  over  more  than 
one  road,  or  from  one  State  to  another,  and  that  shippers 


TRAPPIC  GEOGRAPHY  27 

found  great  difficulty  in  recovering  damages  for  loss  or  injury 
to  property." 

It  was  shown  also  "  That  railroads  refused  to  be  bound  by 
their  own  contracts,  and  arbitrarily  collected  large  sums  in 
the  shape  of  overcharges,  in  addition  to  the  rates  agreed  upon 
at  the  time  of  shipment;  that  railroads  refused  to  recognize 
or  be  responsible  for  the  acts  of  dishonest  agents  acting  under 
their  authority;  that  the  common  law  failed  to  afford  a 
remedy  for  such  grievances,  and  that  in  cases  of  a  dispute 
the  shipper  was  compelled  to  submit  to  the  decision  of  the 
railroad  manager  or  pool  commissioner,  or  run  the  risk  of 
incurring  further  losses  by  greater  discriminations;  that  the 
differences  in  the  classifications  in  use  in  various  parts  of  the 
country,  and  sometimes  for  shipments  over  the  same  roads 
in  different  directions,  were  a  fruitful  source  of  misunder- 
standing, and  were  often  made  a  means  of  extortion;  that  a 
privileged  class  was  created  by  the  granting  of  passes,  and 
that  the  cost  of  the  passenger  service  was  largely  increased 
by  the  extent  of  this  abuse;  and  that  the  capitalization  and 
bonded  indebtedness  of  the  roads  largely  exceeded  the  actual 
cost  of  their  construction  or  their  value,  and  that  unreasonable 
rates  were  charged  in  the  effort  to  pay  dividends  on  watered 
stock." 

Sec.  4.     KINDS  AND  EFFECTS  OF  DISCRIMINATION. 

Although  the  Interstate  Commerce  Law  aimed  to  elim- 
inate discrimination,  yet  the  hands  of  the  Interstate  Com- 
merce Commission,  appointed  to  enforce  the  law,  were  tied. 
Discrimination  continued  and  was  generally  practiced.  Rail- 
roads were  forced  to  discriminate  on  account  of  the  demands 
made  by  trust  corporations  and  special  interests.  The  true 
nature  of  transportation  as  a  public  service  was  not  recog- 
nized by  the  carriers  and  the  favored  interests. 

It  is  evident  that  if  the  cost  of  manufacturing  and  selling 
an  article  is  $100  and  the  cost  of  delivery  to  market  for 
shipper  "A"  is  $25  and  for  shipper  "  B  "  $50,  the  total  cost  of 
the  article  in  the  market  without  profit  to  "A"  is  $125,  and  to 
"  B  "  $150.     Shipper  "A,"  who  can  get  into  market   at  a 


28  AMERICAN  COAIMERCE  ASSOCIATION 

cheaper  transportation  cost,  can  sell  his  goods  indefinitely  at 
$125  without  profit,  and  competitor  "  B,"  if  he  competes,  must 
lose  $25  on  every  sale.  It  is  only  a  question  of  time  when 
"A"  will  put  his  competitor  out  of  business.  As  soon  as  he 
is  free,  as  a  monopolist  of  the  market,  he  may  raise  the  price 
of  his  goods  to  any  figure  desired.  This  is  one  of  the  many 
trust  methods. 

Discrimination  may  be  divided  into  four  forms:  (1)  Place 
discrimination,  (2)  Discrimination  among  persons  or  corpora- 
tions, (3)  Discrimination  as  to  kinds  of  traffic,  and  (4)  Dis- 
crimination as  to  competing  lines  of  railroads. 

On  account  of  the  law  forbidding  it,  any  unjust  discrimina- 
tion or  undue  preference  at  present,  if  intentional  on  the  part 
of  the  carrier,  must  be  secret.  It  could  not  occur  in  the  form 
of  lower  rates,  except  as  reflected  in  the  quality  of  the  service 
or  possibly  by  allowances  made  for  services  not  rendered  but 
supposed  to  be  performed  by  the  shipper.  In  this  case  it 
would  be  a  plain  imposition  on  the  carrier. 

One  of  the  most  difficult  forms  of  discrimination  to  prove 
against  carriers  is  the  failure  to  perform  a  reasonably  efficient 
service.  Service  below  standard  works  to  a  very  great  dis- 
advantage against  the  shipper.  It  is  claimed  that  many  rail- 
road companies  own  stock  in  large  industrial  concerns  and 
that  they  supply  these  concerns  with  the  best  possible  equip- 
ment for  moving  their  products  while  denying  cars  to  other 
shippers. 

Not  all  kinds  of  discrimination  are  unfair.  It  is  generally 
conceded  that  a  reasonable  discrimination  may  be  made  in  the 
movement  of  perishable  goods.  Place  discrimination  is  also 
permissible  under  certain  conditions.  No  one  could  object  to 
giving  a  certain  section  of  the  country  a  very  low  rate  on 
household  goods  or  products  raised  in  a  new  country  for 
the  purpose  of  development  and  inducing  colonists  to  build 
up  a  new  territory.  Property  shipped  to  and  from  expositions, 
fairs  and  museums,  because  of  the  educational  advantages  to 
the  public,  is  often  shipped  free  or  at  reduced  rates.     These 


TRAFFIC  GEOGRAPHY  29 

discriminations  are  just  and  reasonable  because  they  result  in 
the  greatest  good  to  the  largest  number. 

The  freight  rates  on  carload  shipments  are  usually,  and 
for  sound  traffic  reasons,  much  less  than  on  less  than  carload 
shipments.  This,  when  taken  advantage  of,  gives  the  carload 
shipper  an  apparent  advantage.  He  can  supply  his  trade  with 
his  goods  at  lower  price  on  account  of  lower  transportation 
cost,  thus  enabling  those  who  sell  his  goods  to  offer  them  to 
the  consumer  at  a  lower  selling  price  than  the  smaller  concern, 
which  has  to  pay  the  higher  freight  rate  on  less  than  carload 
shipments.  However,  the  carriers  by  the  establishment  of 
certain  rate  bases,  at  so-called  jobbing  centers  and  by  classi- 
fication provisions  for  mixtures,  have  taken  away  much  of 
this  theoretical  discrimination. 

Discrimination  often  depends  upon  the  nature  of  con- 
trolling conditions.  Philadelphia  and  Baltimore  from  certain 
origin  territory,  are  provided  with  lower  rates  on  goods  for 
export  than  New  York.  If  they  did  not  receive  the  differential 
rate  it  would  be  impossible  for  these  cities  to  continue  in  the 
export  business. 

Reasonable  discrimination  may  be  practiced  in  providing 
certain  commodities  with  a  lower  rate  when  used  for  certain 
specific  purposes.  Timber  used  for  making  paper  is  often 
given  a  lower  rate  than  timber  for  building  purposes.  Com- 
mon soap  takes  a  lower  rate  than  Pearline,  a  soap  powder. 
Coal  at  one  time  when  used  for  steam  or  smelting  purposes 
was  given  a  much  lower  rate  than  coal  for  domestic  purposes. 
Much  depends,  in  order  to  determine  unjust  discrimination, 
on  all  the  conditions  involved. 

Practically  all  cases  of  discrimination  may  be  said  to  be 
unjust  and  not  capable  of  defense  as  resulting  in  material 
good  to  the  greatest  number,  still  the  discrimination  may  not 
be  unreasonable  from  any  viewpoint.  The  number  of  dis- 
criminations now  practiced  are  very  much  less  than  before 
the  passage  of  the  recent  amendments  to  the  Interstate  Com- 
merce Law,  defining  and  specifically  forbidding  them.  How- 
ever, many  experts  claim  that  discrimination  is  now  con- 
stantly practiced,  but  in  a  new  form. 


30  AMERICAN  COMMERCE  ASSOCIATION 

It  is  alleged  that  discrimination  is  still  very  generally 
practiced  against  localities.  It  is  a  recognized  fact,  that  rates 
should  increase  as  distance  increases.  The  Interstate  Com- 
merce Law  forbids  railroads  to  charge  a  greater  compensa- 
tion in  the  aggregate  for  the  transportation  of  property  for 
a  shorter  than  for  a  longer  distance  over  the  same  line,  in  the 
same  direction,  under  substantially  the  same  conditions,  the 
shorter  distance  being  included  within  the  longer  distance, 
unless  approved  by  the  Interstate  Commerce  Commission. 
The  carrier  often  finds  some  logical  reason  for  charging  less 
for  the  long  than  for  the  short  haul  resulting  in  apparent  place 
discrimination. 

Now,  then,  the  gist  of  the  question  is :  Is  the  discrimination 
unjust  and  unreasonable? 

The  crude  method  of  discrimination  openly  practiced  in 
former  days  has  been  displaced  by  many  ingenious  methods 
now  employed  by  shippers  which  are  very  difficult  to  detect. 
Among  these  is  misdescription  and  misrepresentation  of  goods 
resulting  in  false  billing.  The  carrier  charges  the  shipper  the 
full  rate  for  the  shipment  as  described  in  the  bill  of  lading,  but 
investigation  reveals  the  fact  that  the  goods  were  misclassified 
on  account  of  misdescription,  or  that  the  actual  weight  was 
very  much  greater  than  the  weight  reported  on  the  shipping 
ticket,  resulting  in  a  discrimination.  Another  method  of  blind 
discrimination  Is  to  allow  certain  shippers  a  certain  amount 
for  Incidental  services,  which  are  not  performed  or  are  worth 
much  less  than  the  compensation  allowed. 

It  Is  claimed  that  discrimination  Is  also  practiced  by  car- 
riers through  paying  to  certain  Industries  a  rental  for  their 
private  cars.  These  Industries  pay  the  regular  freight  rate, 
but  the  rental  exacted  from  the  carriers  for  the  use  of  the 
cars  Is  so  great  that,  as  compared  with  the  return  on  the  car- 
rier's own  equipment.  It  results  In  a  great  disadvantage  to 
other  shippers  not  owning  cars,  thus  discriminating  against 
them,  and  In  the  end  resulting  to  the  disadvantage  of  the 
carrier. 

The  Industrial  railroad,  it  Is  claimed,  has  also  been  a  factor 
in  causing  discrimination  —  the  business  concern  owning  an 


TRAFFIC  GEOGRAPHY  31 

industrial  or  plant  line  receiving  for  the  use  of  its  line  (in  its 
own  business  only)  a  percentage  of  the  through  rate,  the 
amount  of  such  allowance  being  above  what  the  service  is 
worth,  thereby  making  the  charges  on  its  traffic  much  less  than 
paid  by  competitors  not  owning  a  plant  railroad  but  using  the 
facilities  of  the  common  carriers  only. 

'  It  is  claimed,  in  some  quarters,  that  many  small  shippers 
are  discriminated  against  because  the  big  shipper  is  given 
preference  in  the  movement  of  his  freight.  It  is  said  excuses 
are  given  by  the  railroads  to  the  effect  that  congestion  of 
traffic  makes  it  impossible  to  deliver  goods  promptly,  when 
at  the  same  time  the  cars  are  standing  on  side  tracks  or  in 
switch  yards  and  no  attempt  is  made  to  move  them. 

From  these  few  illustrations  of  alleged  discrimination  it  is 
easily  seen  that  the  shipper  and  the  carrier  must  be  protected 
by  the  Interstate  Commerce  Law  and  by  a  competent  traffic 
man,  who  knows  his  rights  and  duties  under  the  Law.  The 
question  is  often  asked :  Why  do  railways  practice  discrim- 
ination, resulting  in  a  loss  in  earnings?  The  answer  is  simple : 
They  are  usually  compelled  to  do  so,  on  account  of  conditions. 
Sometimes  it  is  done  to  increase  tonnage  and  often  they  do  it 
through  lack  of  knowledge  of  all  factors  involved. 

Sec.  5.     RAILROAD  COMPETITION  AND  MONOPOLY. 

The  transportation  business  differs  from  all  other  forms  of 
industrial  activity.  The  railroad  practically  has  a  monopoly 
of  the  business  along  its  line.  The  shipper  at  a  local  point 
can  not  go  around  the  corner  and  buy  railroad  transportation 
from  some  one  else.  In  other  words  the  business  of  rail- 
roading is  practically  exempt  from  competition.  When  a 
railroad  is  once  built  through  a  section  of  a  country,  people 
hesitate  to  build  a  competing  line.  After  the  railroad  has 
been  constructed,  it  can  easily  increase  its  equipment  and, 
therefore,  at  nominal  expense  very  readily  take  care  of  any 
increase  in  its  business.  It  is  the  original  outlay  that  requires 
the  great  capital,  and  to  become  a  paying  property,  tonnage  at 
remunerative  rates  is  necessary  in  order  to  insure  the  financial 


32  AMERICAN  COMMERCE  ASSOCIATION 

resources  necessary  for  successful  operation,  as  the  road  is 
dependent  not  altogether  on  the  amount  of  traffic  but  on 
the  net  income  from  transportation  charges. 

Sec.  6.    BASIS  OF  TRANSPORTATION  CHARGES. 

The  charges  for  transportation  depend  upon  the  nature 
of  the  railroad  system,  the  kind  of  freight  services  rendered,  the 
value  of  the  transportation  service  to  the  shipper,  and  many 
circumstances  and  conditions  which  differ  more  or  less  with 
every  shipment.  The  railroad  corporation  is  very  different 
from  a  business  corporation.  It  has  distinct  features  which 
distinguish  it  from  other  kinds  of  business.  It  is  given  by 
law,  the  right  of  Eminent  Domain,  which  enables  it  to  con- 
demn property  for  its  right  of  way.  This  power  is  given  to 
it  because  it  renders  a  service  to  the  public.  It,  therefore, 
assumes  a  certain  obligation  in  accepting  its  charter  and  it 
becomes  subject  to  government  regulation. 

The  railroad  corporation,  like  other  kinds  of  business,  is 
supported  by  private  capital.  In  former  days,  special  land 
grants,  and  in  some  cases  appropriations  by  the  Government 
were  common.  ]\Iost  of  the  stocks  of  railways  to-day  are 
owned  by  capitalists  and  by  the  public.  In  other  words,  as 
far  as  the  financing  of  the  railroad  company  is  concerned,  it 
is  a  private  corporation.  It,  therefore,  owes  a  duty  to  its 
stockholders,  also  a  duty  to  the  public.  A  railroad  corpora- 
tion, therefore,  is  regarded  both  as  a  public  and  a  private 
institution.  It  is  a  public  highway.  It  is  a  Common  Carrier. 
It  offers  to  transport  all  goods  of  all  people  on  the  same  basis. 

Transportation  charges  on  account  of  the  nature  of  the 
railroad  business  must  be  analyzed  from  two  distinct  points 
of  view,  namely,  private  and  public.  But,  considered  as  a 
private  enterprise,  its  freight  rates  may  be  made  in  the  inter- 
est of  its  stockholders.  When  viewed  as  a  public  service,  its 
freight  rates  should  be  made  as  low  as  possible  and  the  same 
for  all  shippers.  From  the  point  of  view  of  the  public,  the 
service  rendered  to  the  shippers  along  its  lines  is  of  the  first 
importance.  Some  railroad  financiers,  of  course,  consider 
dividends  as  of  the  greatest  importance.    The  solution  of  the 


TRAFFIC  GEOGRAPHY  33 

railroad   problem,   therefore,   as   it   applies    to   freight   rates, 
requires  a  reconciliation  of  both  public  and  private  rights. 

There  are  two  distinct  factors  in  a  transportation  service: 
(1)  the  highway,  over  which  the  goods  are  transported;  (2) 
the  process  of  carrying  the  goods  from  one  point  to  another. 

The  drayman  furnishes  his  wagon  and  uses  the  public 
highway,  which  is  usually  constructed  and  maintained  by 
public  taxation.  He  makes  a  charge  for  the  carrying  service. 
Water  carriers  make  a  charge  for  the  carrying  service  and  use 
the  highway  supplied  by  nature.  The  railway  differs  widely 
from  each  of  these  modes  of  transportation.  It  must  furnish 
its  own  highway,  at  a  great  expense.  There  must  be  a  charge 
which  will  include  something  for  the  construction  and  up-keep 
of  the  highway ;  also  for  the  carriage  of  the  goods  from  point 
of  origin  to  destination. 

In  the  early  days,  the  weight  of  the  carrying  vehicle  was 
practically  the  only  consideration  in  making  the  transporta- 
tion charge.  It  was  considered  that  a  heavy  wagon  would 
wear  out  the  roadbed  quicker  than  a  light  pleasure  carriage. 
Early  carriers  soon  came  to  the  conclusion  that  there  should 
be  a  greater  charge  on  luxuries  than  on  necessities.  In  "  The 
Wealth  of  Nations,"  by  Adam  Smith,  we  find  the  following: 

"  When  the  toll  upon  carriages  of  luxury,  chaises,  etc.,  is 
made  somewhat  higher  in  proportion  to  their  weight,  than 
upon  carriages  of  necessity,  such  as  carts,  wagons,  etc.,  the 
indolence  and  vanity  of  the  rich  are  made  to  contribute  in  a 
very  easy  manner  to  the  relief  of  the  poor  by  rendering 
cheaper  transportation  of  heavy  goods  to  all  the  different 
parts  of  the  country." 

Canal  companies  of  the  early  days  were  in  the  habit  of 
charging  more  for  manufactured  goods  than  for  such  articles 
as  lime,  stone  or  sand,  believing  that  the  articles  of  higher 
value  should  pay  a  higher  charge.  The  principle  which 
determined  the  freight  charge  in  early  days  was  the  value  of 
the  service  to  the  shipper  and  not  the  cost  of  the  service  to 
the  carrier. 

A  railroad  transportation  plant  represents  a  very  large 
investment  of  capital,  and  is  practically  worthless  for  any 


34  AMERICAN  COMMERCE  ASSOCIATION 

other  purpose.  The  construction  of  a  railroad  highway  re- 
quires, after  the  purchase  of  right  of  way,  the  building  of  the 
roadbed,  the  construction  of  stations  and  terminals,  the  build- 
ing of  sidings,  bridges,  tunnels,  viaducts,  engine  houses,  all 
of  which  are  very  expensive  and  can  be  utilized  for  no  other 
purpose  than  transportation.  The  fixed  charges  (interest  on 
bonds,  taxes,  etc.)  and  fixed  expenses,  must  be  borne  whether 
many  or  few  goods  are  carried,  and  these  certain  expenditures 
represent  a  very  large  portion  of  the  total  cost  of  furnishing 
the  transportation  service. 

The  two  classes  of  expense,  therefore,  of  the  railroad  are 
its  operating  expense,  which  includes  the  cost  of  carrying 
shipments  between  points  of  origin  and  destination,  and  fixed 
expense,  which  may  be  designated  as  the  "  overhead "  or 
"  general  "  expense.  It  therefore  follows  as  a  principle,  that 
the  cost  of  operating  a  railroad  does  not  vary  directly  with  the 
amount  of  traffic.  It  has  been  found  that  the  cost  of  con- 
ducting the  transportation  service  is  about  fourteen  per  cent 
of  the  total  expense  of  operation.  Fixed  expense  amounts  to 
about  sixty  per  cent. 

The  scientific  establishment  of  a  transportation  charge  on 
each  unit  of  freight  is  practically  an  impossibility.  There  are 
two  principles  which  may  control  the  establishment  of  this 
charge.  In  the  first  place,  the  railroad  is  entitled  to  earn  a 
fair  return  upon  the  money  invested.  In  the  second  place,  it 
is  not  entitled  to  earn  more  than  this  amount  simply  because 
a  railroad  is  performing  a  public  service.  It  would  seem  that 
the  lower  the  transportation  charge,  the  greater  would  be  the 
movement  of  traffic  because  the  value  of  the  articles  shipped 
depends  very  much  upon  the  cost  of  carrying  them  to  markets 
where  sold ;  however,  this  could  be  true  only  up  to  the  limit  of 
demand  for  the  commodities.  Transportation  charges  must 
at  all  times  be  the  same  for  all  classes  of  shippers,  in  order  to 
avoid  unjust  discrimination  or  undue  preferences. 

There  are  three  important  elements  which  characterize  the 
cost  of  the  service:  (1)  the  actual  amount  expended  in  order 
to  move  any  given  shipment  a  certain  distance;  (2)  the  pro- 
portionate part  of  the  entire  expense  of  the  railroad  which 


TRAFFIC  GEOGRAPHY  35 

each  particular  shipment  should  bear,  including  interest  divi- 
dends on  money  invested,  interest  on  bonds,  taxes,  etc. ;  (3) 
the  proportionate  part  of  the  entire  expense  of  operating  the 
road  in  moving  the  total  tonnage  of  freight  over  its  lines.  The 
cost  of  the  service,  whenever  it  can  be  determined,  should 
establish  the  minimum  charge  for  transportation. 

There  are  a  large  number  of  factors  which  at  once  enter 
into  the  determination  of  the  cost  of  service.  It  must  be 
known  whether  or  not  the  cars  are  fully  loaded,  empty,  partly 
loaded,  or  loaded  to  full  capacity.  The  cost  of  the  service 
covers  such  expenses  as  the  money  paid  out  by  the  railroad 
for  maintaining  freight  handling  facilities,  supplying  fuel  for 
operating  engines,  the  wages  of  freight  agents,  wages  of  gen- 
eral office  employees,  wages  to  men  operating  the  freight 
trains  and  switching  service,  and  expenditures  for  keeping  up 
the  freight  equipment,  either  by  repairs  or  replacement. 

We  have  already  explained  the  principle  that  the  increase 
in  expense  does  not  vary  directly  with  the  increase  of  traffic. 
In  other  words  it  is  impossible  to  ascertain  the  exact  cost  of 
handling  any  particular  item  of  traffic. 

The  transportation  of  articles  of  commerce  to  markets 
where  they  may  be  sold  at  a  profit,  increases  their  selling 
price  and  therefore  their  value.  It  has  been  argued  that 
since  the  charge  for  transportation  affects  the  value  of  the 
article,  in  figuring  the  transportation  charge  consideration 
should  be  given  to  the  selling  price  of  articles  or  their  value 
in  the  market  to  which  they  are  shipped.  If  railroads  estab- 
lish their  transportation  rates  on  the  basis  of  the  cost  of 
service,  giving  no  consideration  to  the  value  of  the  article,  the 
rate  often  would  be  so  high  on  many  kinds  of  commodities 
that  they  could  not  be  shipped  over  long  distances  to  market 
and  sold  at  a  profit.  Many  articles  of  great  value,  such  as  silk, 
wool,  glassware,  shoes,  watches,  etc.,  which  bring  high  prices 
as  compared  with  articles  of  great  weight  and  bulk,  can  afford 
to  pay  high  transportation  charges  in  order  to  be  delivered 
into  markets  where  they  can  be  sold  to  the  best  advantage. 

Transportation  charges  which  are  based  upon  the  value 
of  service  to  the  shipper  are  usually  called  charging  "  what 


36  AMERICAN  COMMERCE  ASSOCIATION 

the  traffic  will  bear."  It  is  obvious  that  the  value  of  the  trans- 
portation service  is  different  on  different  classes  of  goods,  and 
it  also  follows  that  it  is  different  for  different  sections  of  the 
country.  The  intent  of  the  Interstate  Commerce  Law  is  to 
entirely  eliminate  unjust  discrimination.  The  value  of  the 
service  principle  in  its  application  is  very  likely  to  discrimi- 
nate against  certain  classes  of  goods  and  certain  sections  of 
the  country. 

It  follows  naturally  that  goods  of  small  value  shipped  long 
distances  should  pay  a  lower  rate  than  goods  of  great  value 
shipped  short  distances.  The  moment  we  begin  to  determine 
the  extent  of  the  value  of  the  goods  or  compare  the  distances, 
we  immediately  begin  to  discriminate,  and  the  question  at 
once  arises.  What  is  the  fair,  just  and  reasonable  charge?  In 
applying  the  value  of  the  service  principle,  a  large  number  of 
factors  are  involved.  The  number  of  different  articles  offered 
for  shipment  required  the  railroads  to  make  classifications. 
Washboilers,  watches,  oriental  rugs,  kerosene  oil,  etc.,  are 
classed  together  as  first  class.  Ink,  honey,  brass  castings  and 
peanuts  are  classed  together  as  third  class.  The  questions 
naturally  arise;  Are  these  goods  enough  alike  to  be  classified 
together?  Is  the  value  of  the  transportation  service  the  same 
to  all  goods  of  a  certain  class?  These  intricate  questions  we 
must  leave  until  we  take  up  the  subject  of  the  reasonableness 
of  classification  and  the  adjustment  of  rates. 

The  cost  of  the  service  principle  also  brings  out  many 
complications.  The  volume  of  the  traffic,  the  amount  of  com- 
petition, the  size  of  the  train  load,  the  development  of  the 
country,  the  cost  of  labor,  and  innumerable  other  factors  enter 
into  the  cost  of  service.  The  making  of  a  freight  rate  between 
two  points  on  any  article  of  commerce  is  necessarily  an  intri- 
cate matter,  and  requires  special  technical  knowledge. 

We  have  gone  into  the  nature  of  transportation  to  some 
extent  in  order  that  you  may  get  a  more  intelligent  idea  of 
the  many  factors  which  enter  into  the  making  of  transporta- 
tion costs.  When  you  are  studying  the  Traffic  Territories 
and  Rate  Basing  points  which  will  be  taken  up  later,  you  will 
wonder  why  there  should  be  so  many  different  rate  groups; 


TRAFFIC  GEOGRAPHY  37 

but  as  you  go  into  these  matters  more  thoroughly  you  will 
see  that  they  are  necessary  in  order  to  meet  all  of  the  traffic, 
commercial  and  industrial  conditions  throughout  the  country 
which  are   constantly  developing  and   sometimes   changing. 


CHAPTER  III. 


Factors  Controlling  Industry  and  Commerce 

Wants  of  Man  Increase  with  Civilization. 

Distribution  of  the  Products  of  Commerce. 

Natural  Conditions  Affecting  Industry  and 
Commerce. 

Climate  Conditions  —  the  Most  Important 
Factor. 

Temperature  and  Rainfall. 

Mountains  and  Rainfall. 

Importance  of  Good  Soil. 

Factors  Promoting  Industry  and  Com- 
merce. 

Relation  of  Weather  to  Industry  and  Com- 
merce. 

North  Temperate  Zone  —  Most  Productive. 

Production  —  Transportation  —  Consump- 
tion. 


Sec. 

1. 

Sec. 

2. 

Sec. 

3. 

Sec. 

4. 

Sec. 

5. 

Sec. 

6. 

Sec. 

7. 

Sec. 

8. 

Sec. 

9. 

Sec.  10. 

Sec.  11. 

(8W 


CHAPTER  III. 

Factors  Controlling  Industry  and  Commerce 

Sec.  1.    WANTS  OF  MAN   INCREASE  WITH   CIVILI- 
ZATION. 

As  man  advances  in  civilization  he  demands  more  attrac- 
tive clothing,  a  more  elaborate  home,  a  greater  variety  of  food, 
constantly  changing  pleasures,  all  of  which  create  a  greater 
demand  for  the  various  articles  of  commerce.  These  many 
articles  which  man  demands  for  his  happiness  and  pleasures 
are  either  supplied  from  the  natural  resources  or  are  manu- 
factured from  the  raw  materials  into  the  various  articles 
which  supply  his  daily  wants. 

The  tremendous  development  in  manufacturing,  during 
the  past  fifty  years,  has  resulted  from  the  increasing  wants  of 
man.  The  inventive  genius  of  our  Americans  has  made  easy 
the  supplying  of  many  of  these  wants.  There  have  been  filed, 
in  the  United  States  Patent  Office,  specifications  for  inven- 
tions, numbering  hundreds  of  thousands,  covering  articles  and 
devices  of  all  kinds  and  descriptions.  Most  of  the  inventions 
are  designed  to  save  labor  or  materials  and  to  supply  as 
cheaply  as  possible  the  constantly  increasing  wants  of  our 
complex  civilization. 

Sec.  2.    DISTRIBUTION  OF  THE  PRODUCTS  OF  COM- 
MERCE. 

The  articles  of  commerce  come  either  from  the  soil,  from 
mineral  substances  or  from  the  water.  Most  of  them  come 
directly  from  the  soil,  while  many  of  the  necessities  of  life, 
such  as  meats,  skins,  hair,  wool  and  other  products  come 
from  animals  dependent  on  vegetation  for  life.  Not  all  of 
the  animal  production  depends  directly  on  the  soil,  as  fish 
and  sea  foods  make  up  a  considerable  portion  of  our  food, 

(41) 


42  AMERICAN  COMMERCE  ASSOCIATION 

while  many  articles  taken  from  the  water  are  used  in  the 
manufacture  of  commodities  of  daily  use. 

Coal,  iron  and  most  of  the  drugs,  as  well  as  many  other 
articles  of  commerce  come  from  rhineral  substances. 

The  various  articles  of  commerce  are  distributed  in  all 
parts  of  the  world.  Switzerland  has  no  coal;  Holland  no 
building  stone,  and  the  United  States  no  coffee.  Our  own 
country  must  import  millions  of  dollars'  worth  of  various 
products  every  year  to  supply  the  wants  of  our  people.  The 
importation  and  exportation  of  products  between  the  various 
countries  of  the  earth,  and  the  exchange  of  products  between 
sections  of  our  country,  has  developed  commerce. 

Sec.  3.     NATURAL  CONDITIONS  AFFECTING  INDUS- 
TRY AND  COMMERCE. 

There  are  many  natural  conditions  affecting  commerce. 
The  direction  of  rivers  in  any  country  is  determined  by  the 
slope  of  the  land.  Mountain  ranges  keep  people  apart  and 
hinder  to  a  certain  extent  the  development  of  artificial  trans- 
portation. Man  and  the  domestic  animals  secure  most  of 
their  food  from  the  plains  and  valleys.  The  metals  and  min- 
erals are  found  in  the  mountain  ranges.  The  variety  and  the 
extent  of  vegetation  grows  less  from  the  Equator  to  the  Poles 
and  from  the  level  of  the  sea  to  the  mountain  tops.  Com- 
merce is  dependent  more  or  less  upon  many  natural  condi- 
tions. 

Sec.  4.     CLIMATE  — THE    MOST    IMPORTANT    FAC- 
TOR. 

The  greatest  single  influence  which  determines  the  place 
where  animals  and  plants  may  develop  to  the  best  advantage, 
is  climate.  The  greatest  volume  of  commerce  is  carried 
between  the  commercial  centers.  The  centers  of  population 
depend  more  or  less  upon  climate  where  human  life  is  easily 
supported.  Only  the  greatest  rewards  will  induce  men  to  go 
into  lands  of  the  richest  resources,  if  the  climate  is  unfavor- 
able to  life.     If  the  climate  of  a  country  does  not  permit  the 


u;- 


Map  No.  1. 

Mean   Annual   Precipitation  in   the   United 

States. 


f 


:  Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


i  ut  iUir.t 


TRAFFIC  GEOGRAPHY  43 

development  of  agriculture  and  of  animal  raising,  the  result 
will  be  few  inhabitants  and  necessarily  very  few  large  indus- 
tries. 


Sec.  5.    TEMPERATURE  AND  RAINFALL. 

The  two  most  important  elements  of  climate  are  tempera- 
ture and  rainfall.  Temperature  is  controlled  almost  entirely 
by  elevation  above  sea-level  and  distance  from  the  equator. 
It  depends  upon  relation  of  the  land  area  to  water,  which  gov- 
erns the  direction  of  the  winds  and  the  ocean  currents,  also 
the  topography  or  the  nature  of  the  land  surface.  Topog- 
raphy embraces  the  altitude  of  the  land,  the  slope  of  the 
surface  of  the  country,  and  the  position  of  mountains.  Tem- 
perature is  often  greatly  affected  by  mountain  ranges.  It  is 
claimed  by  authorities  that  winds  sweeping  over  icebergs  and 
ice-fields  in  the  north  gathered  cold,  and  meeting  no  mountain 
barriers  in  their  pathway  across  the  eastern  part  of  North 
America,  swept  southward  toward  the  Gulf  of  Mexico  and  on 
two  different  occasions  have  destroyed  the  orange  groves  of 
Florida. 

Rainfall,  or  precipitation,  is  different  when  temperatures 
are  the  same. 

Sec.  6.     MOUNTAINS  AND  RAINFALLS. 

(Observe  Map  No.  1,  preceding.) 

Rainfall  has  a  direct  influence  on  commerce.  Mountains 
cause  the  moisture-laden  clouds  to  rise  to  a  very  high  altitude 
wherefrom  the  moisture  is  precipitated  in  rain  or  snow,  caus- 
ing the  country  beyond  the  mountains  to  suffer  from  insuffi- 
cient rainfall.  The  effect  of  this  natural  condition  on  the 
development  of  commerce  is  noted  in  certain  sections  on  the 
eastern  side  of  the  Rocky  Mountains.  Without  sufficient 
moisture  in  the  soil  there  can  be  but  a  scant  vegetation.  To 
overcome  this  natural  condition  men  have  resorted  to  irri- 
gation and  much  arid  land,  which  once  was  barren  and  unpro- 
ductive, has  been  reclaimed  for  agricultural  purposes. 


44  AMERICAN  COMMERCE  ASSOCIATION 

Sec.  7.    IMPORTANCE  OF  GOOD  SOIL. 

The  animal  and  agricultural  production  of  any  section  of 
a  country  is  also  dependent  upon  the  nature  of  the  soil.  Good 
soil  together  with  a  favorable  climate  presents  an  ideal  con- 
dition. The  United  States  is  not  surpassed  by  any  country 
in  this  respect.  River  valleys  usually  aflford  a  very  rich  soil, 
particularly  along  the  banks.  The  valleys  are  rich  in  agri- 
cultural products.  Rivers  offer  cheap  transportation,  and 
therefore  the  valleys  are  quickly  settled  on  account  of  the 
eflficient  commercial  advantages  which  they  present.  Fertile 
valleys  draw  a  large  population  and  offer  special  facilities  for 
the  development  of  agriculture.  Factories  and  industries  fol- 
low where  agriculture  flourishes.  All  industries  along  rivers 
which  flow  directly  to  the  sea  may  take  advantage  of  the 
great  ocean  highways  of  commerce  and  thereby  gain  a  tre- 
mendous advantage  over  those  in  inland  cities. 

Sec.    8.      FACTORS     PROMOTING     INDUSTRY     AND 
COMMERCE. 

Many  factors  either  hinder  or  promote  commerce:  the 
character  of  the  climate,  the  amount  of  precipitation,  the  nature 
of  the  highlands,  the  nature  of  the  lowlands,  the  flow  of  the 
rivers,  the  character  of  the  coast,  the  slope  of  the  land  surface, 
the  fertility  of  the  soil,  the  supply  of  good  water,  the  distribu- 
tion of  mineral  resources,  the  supply  of  timber  and  of  building 
stone,  etc.,  and  many  other  conditions  greatly  influence  the 
commerce  of  the  country,  such  as  the  building  up  of  cities  and 
towns,  and  the  occupations  of  men. 

Commerce,  therefore,  develops  as  the  result  of  men  adjust- 
ing themselves  to  their  environment  and  physical  surround- 
ings. Climate,  soil,  and  the  topography  of  a  country  are 
responsible  for  the  distribution  of  the  natural  resources.  A 
thorough  knowledge  of  commerce,  then,  must  include  an 
understanding  of  the  sources  of  the  products  of  commerce 
and  the  relation  of  these  products  to  the  development  of  our 
transportation  facilities. 

The  physical  condition  of  the  country  in  which  people  live 


TRAFFIC  GEOGRAPHY  45 

determines  their  commercial  life.  The  contour  of  the  land, 
the  nature  of  the  soil,  the  climate,  the  precipitation,  together 
with  the  drainage  of  the  land,  all  affect  the  productiveness 
and  determine  the  kind  of  products  of  commerce  which  will  be 
offered  for  transportation. 

In  the  extreme  North  or  extreme  South  of  this  Continent, 
the  climate  is  not  advantageous  for  the  growth  of  many  of 
the  products  of  commerce.  The  great  commercial  centers, 
and  the  industries  engaged  in  commerce,  are  found  located 
in  a  comparatively  narrow  belt.  The  United  States  lies  in  the 
belt  between  the  extreme  North  and  the  extreme  South. 

Sec.  9.     RELATION    OF    WEATHER    TO    INDUSTRY 
AND  COMMERCE. 

The  relation  of  weather  to  trade  and  commerce  is  well 
brought  out  by  Robert  Ward  in  an  article  entitled,  "  The 
Influence  of  Weather  on  Trade  in  the  United  States."  He 
asserts :  "  Weather  conditions  change  from  year  to  year. 
Usually  cold  weather  and  rain  in  the  early  summer  retards 
plant  growth  and  raises  the  price  of  grain  and  cotton.  Um- 
brellas, storm  clothing  and  footwear  are  in  exceptional 
demand.  With  the  increased  production  due  to  the  later 
warm  weather,  there  is  a  corresponding  fall  in  the  prices." 

The  effect  of  an  intensely  hot  spell  and  a  long  period  of 
drought  in  midsummer  is  a  damage  to  the  growing  crop  and 
results  in  crop  shortage  and  advanced  prices.  The  general 
result  of  intense  heat  upon  the  people  is  to  stagnate  trade. 
The  demand  for  fresh  vegetables,  fruits  and  perishable  goods 
is  greatest  during  hot  weather  and  as  a  result  the  market  is 
stimulated.  The  growth  of  fruit  and  garden  products  in 
torrid  weather  receives  a  set-back  and  prices  are  raised  owing 
to  an  increased  demand  and  scarcity  of  supply. 

The  shortage  of  pasture  in  the  cattle-raising  sections,  inci- 
dent to  drought,  causes  record-breaking  shipments  of  live 
stock  to  arrive  at  the  packing  centers.  This  influences  low 
prices  by  enabling  buyers  to  dictate  terms  and  carries  its 
influence  into  the  hide  market  and  tanning  industry.  These 
cases  indicate  a  remarkable  dependence  of  commerce  upon 


46  AMERICAN  COMMERCE  ASSOCIATION 

the  weather.  Any  set  of  similar  observations  would  show  a 
corresponding  change  in  prices,  following  a  change  in  the 
weather.  So  well  recognized  is  this  principle  that  those  who 
speculate  in  futures  on  the  various  Boards  of  Trade,  make  a 
study  of  weather  conditions  as  a  basis  of  their  operations. 

Sec.   10.     NORTH  TEMPERATE  ZONE  — MOST  PRO- 
DUCTIVE. 

It  is  generally  known  that  the  broad  belt  around  the 
World,  known  as  the  North  Temperate  Zone,  is  inhabited 
by  those  classes  of  people  who  are  carrying  forward  the 
torch  of  civilization,  education  and  industry.  They  are  the 
most  active  commercial  people  in  the  world.  There  is  a 
direct  relation  between  their  progress  and  weather  condi- 
tions. Most  white  men  can  not  adjust  themselves  to  the 
climate  of  the  Tropics  on  account  of  the  continuous  high 
temperature.  Because  of  the  abundance  of  moisture,  vegetable 
growth  is  continuous  and  exceptionally  abundant  in  the 
Tropics.  Although  production  is  practically  unlimited  and 
native  labor  very  cheap,  white  men  can  not  stand  the  climate, 
and  native  labor,  though  not  efficient,  must  be  used. 

If  modern  machinery  is  transported  to  the  Tropics,  it 
must  be  operated  by  natives  who  do  not  easily  learn  how  to 
manage  it.  Therefore,  it  becomes  necessary  for  those  white 
men  who  engage  in  any  industry  in  the  Tropics  to  acclimate 
themselves  to  the  weather  conditions.  Although  the  Tropics 
produce  a  greater  abundance  of  soil  products,  area  for  area, 
than  any  other  region,  yet  the  weather  conditions  discourage 
to  a  large  degree  human  efforts.  The  Temperate  Zone  sup- 
plies conditions  more  congenial  to  labor.  Although  the  land 
is  less  productive,  acre  for  acre,  than  the  Tropical  Zone,  yet 
the  results,  all  told,  are  more  satisfactory. 

Sec.  11.    PRODUCTION  — TRANSPORTATION  — CON- 
SUMPTION. 

There  are  three  controlling  features  of  commerce:  (1)  Pro- 
duction, (2)  Transportation,  and  (3)  Consumption. 

Production,  Transportation  and  Consumption  control  all 


TRAFFIC  GEOGRAPHY  47 

the  factors  which  enter  into  commerce.  Production  depends 
on  climate,  precipitation,  soil  and  topography.  Transporta- 
tion takes  into  consideration  the  agencies  of  transportation, 
time  of  transit,  and  transportation  costs.  Consumption  is 
dependent  upon  the  wants  of  the  people,  the  density  of 
population,  and  the  wealth  and  prosperity  of  the  nation. 
Cities  are  the  result  of  their  strategic  position  in  relation  to 
trade  and  the  raw  materials  necessary  for  producing  the 
articles  of  commerce. 

New  York  city,  for  example,  owes  its  growth  to  its  loca- 
tion at  the  mouth  of  the  Hudson  River  and  proximity  to  the 
Atlantic  Ocean,  enabling  it  to  command  both  foreign  and 
inland  trade.  The  nearness  of  Philadelphia  to  the  coal-fields 
of  Pennsylvania  made  it  one  of  our  leading  cities. 

To  New  England  the  rapidly  flowing  streams  furnish  good 
water  power,  which,  together  with  the  long,  cold  winters, 
compel  the  people  to  give  less  time  to  agriculture  and  more 
time  to  manufacturing.  The  strategic  position  of  Boston  on 
the  Atlantic  Ocean  enables  it  to  secure  coal  and  forward 
manufactured  articles  by  water  most  advantageously.  There- 
fore, it  has  become  the  metropolis  of  New  England.  The 
growth  of  some  cities,  as  New  Orleans,  La.,  and  Galveston, 
Tex.,  has  been  due  to  their  natural  location  on  the  Gulf  of 
Mexico,  which  has  given  to  them  strategic  positions  as  dis- 
tributers of  raw  materials,  principally  cotton  and  lumber,  and 
export  commodities. 

In  selecting  a  site  for  a  manufacturing  plant,  there  are 
many  factors  which  must  have  consideration.  Many  business 
concerns  have  learned  too  late  that  they  selected  the  wrong 
place  for  the  establishment  of  their  business.  Many  of  the 
factors  controlling  commerce  may  at  first  seem  trivial,  and 
failure  to  take  certain  well-known  facts  into  consideration 
may  result,  and  in  actual  practice  often  does,  in  the  ruin  of  an 
otherwise  successful  business. 


CHAPTER  IV. 


Sources  of  the  Products  of  Commerce 


Productive  Regions  of  the  United  States. 
Cross-sectional  Diagram  of  the  United 

States. 
The  Natural  Physical  Divisions  of  the 

United  States. 
The  New  England  Plateau. 
The  Atlantic  Coastal  Plain. 
The  Piedmont  Plateau. 
The  Appalachian  Ridges. 
The  Alleghany  Plateau. 
The  Gulf  Plains. 
The  Ozark  Plateau. 
The  Prairie  Plains, 
The  Lake  Plains. 
The  Great  Plains. 
The  Rocky  Mountain  Regions. 
The  Columbian  Plateau. 
The  Colorado  Plateau. 
The  Basin  Ranges. 
The  Pacific  Area. 
General:  Area  of  the  United  States: 

Mountainous  Area. 


Sec. 

1. 

Sec 

2. 

Sec 

3. 

Sec 

4. 

Sec. 

5. 

Sec 

6. 

Sec. 

7. 

Sec. 

8. 

Sec. 

9. 

Sec 

10. 

Sec 

11. 

Sec. 

12. 

Sec 

13. 

Sec 

14. 

Sec 

15. 

Sec 

16. 

Sec 

17. 

Sec 

18. 

Sec 

12. 

(48) 


^-\\:^/ 


Plate  No.  1. 
Cross-section  of  the  United  States. 


Elate 
CROSS    SECTION     OF     I 


Coast 

Sierra 

Pocl<y 

Range 

Nevada 

Mts/ 

Elevation 

Elevation 

Elevation 

3000 

8000  to  12000 

8000  to  12000 

Rocky 
Mts/ 

Elevation 
8000  to  14000 


Great  Plain 
El.  1000  to  50 


San  Francisco 


Salt  Lake  City 
El.  4240 


Denver 
El.  5180 


I 


►.1 


IE     UNITED    STATES 


Appalachian 
Ridges 

Elevation 
2500  to  5000 


Omaha 
El.  1040 


Prairies 
El.  400  to  1 000 


'^//^^^//^^/^yy//^^^^^^^^^y^/yy//////A 


Allegheny 

Plateau 

El.  500  to  800 


St. Louis 
El.  430 


Cincinnati 
El.  490 


Piedmont 
Plateau 


Pittsburgh 
El.  800 


New  York 


f  iflT^  a  r<k*« 


CHAPTER  IV. 


Sources  of  the  Products  of  Commerce 

Sec.  1.    PRODUCTIVE    REGIONS    OF    THE    UNITED 
STATES. 

To  thoroughly  understand  the  sources  of  the  various  prod- 
ucts of  commerce,  it  is  necessary  to  have  definite  ideas  of  the 
areas  producing  them ;  to  comprehend  why  the  agricultural 
production  of  New  England  is  confined  to  dairying  and  small 
mixed  farming  while  its  principal  industry  is  manufacturing; 
why  the  most  important  production  of  the  Southern  States  is 
agricultural  rather  than  manufacturing;  why  the  Central 
States  are  both  agricultural  and  manufacturing  communities ; 
why  that  tier  of  the  States  which  adjoin  these  two  latter  sec- 
tions on  the  west  produce  only  cattle,  sheep  and  precious 
metals  with  neither  crop  nor  manufacturing  productions; 
why  the  States  still  farther  west  on  the  Pacific  Coast  produce 
agricultural,  forest  and  mining  products  of  great  value. 

Sec.     2.       CROSS-SECTIONAL     DIAGRAM     OF     THE 
UNITED    STATES. 

Draw  a  line  over  the  surface  of  the  United  States  from  New 
York  City  to  San  Francisco,  starting  on  the  Atlantic  Coast  at 
sea  level.*  The  surface  gradually  rises  to  an  altitude  of  from 
2,500  to  5,000  feet  in  going  over  the  Appalachian  Ridges ;  then 
descends  to  an  altitude  of  about  800  feet  where  Pittsburgh  is 
located;  continues  downward  to  an  altitude  of  490  feet  to 
Cincinnati  and  on  down  to  an  altitude  of  only  430  feet  at  St, 
Louis  on  the  Mississippi  river;  then  by  gradual  ascent  to 
Omaha  which  is  1,040  feet  above  sea  level;    on  to   Denver 

*  Consult  Plate  No.  1,  preceding,  showing  cross-section  of  the  United  States. 

(51) 


52  AMERICAN  COAIMERCE  ASSOCIATION 

which  is  5,180  feet  in  altitude;  over  the  Rocky  Mountains 
8,000  to  14,000  feet  above  sea  level  to  the  Colorado  Basin 
which  averages  about  4,000  feet  in  elevation ;  over  the  Rockies 
again  rising  to  11,680  feet;  then  dropping  down  to  Salt  Lake 
City,  which  has  an  altitude  of  4,237  feet;  continuing  through 
the  Great  Basin  at  an  altitude  of  4,200  feet  to  the  Sierra 
Nevada  ranges;  then  rising  to  elevations  of  from  8,000  to 
12,000  in  crossing  these  ranges ;  thence  down  into  the  Sacra- 
mento valley,  which  is  almost  at  sea  level;  over  the  Coast 
Range  at  an  altitude  of  about  3,000  feet ;  and  down  the  Pacific 
highland  to  the  Pacific  ocean  at  sea  level  again.  Think  of  a 
freight  train  making  this  journey;  do  you  see  any  reasons 
for  differences  in  freight  rates? 

Sec.  3.    THE    NATURAL    PHYSICAL    DIVISIONS    OF 
THE  UNITED  STATES. 

We  have  already  found  that  climate,  soil  and  topography 
are  essential  factors  in  determining  the  production  of  any 
particular  area  of  the  country.  A  little  study  of  the  physical 
regions  of  the  United  States  will  show  that  the  entire  area  of 
our  country  is  divided  into  fifteen  well-defined  sections  or 
regions,  which  are  practically  responsible  for  the  physical 
conditions  which  control  commerce.  Map  No.  2  shows  the 
boundaries  of  these  sections. 

(Map  No.  2  follows.) 

Sec.  4.  THE  NEW  ENGLAND  PLATEAU. 

This  section  includes  all  of  the  New  England  States  and 
the  northeast  portion  of  the  State  of  New  York.  It  has  been 
subjected  to  glacial  action  in  its  formation  and  hence  has  large 
areas  of  exposed  rock.  Its  soil  is  shallow  in  depth  and  not  of 
good  quality  and  the  agricultural  production  is  not  important, 
consisting  principally  of  dairying  and  diversified  farming  in  a 
small  way.  Lumber  and  potatoes  in  Maine,  marble  and  gran- 
ite in  New'  Hampshire  and  Vermont,  and  tobacco  in  Con- 
necticut, are  its  principal  natural  resources. 

It  is  characterized  by  many  rapidly  flowing  streams  which 


Map  No.  2. 
Physiographic  Regions  of  the  United  States. 


PHYSIOGRAPHIC     REGIONS 

OF  THE 

UNITED   STATES 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  53 

furnish  water  power  for  a  large  manufacturing  industry.  At 
points  where  the  fall  of  the  streams  is  greatest  many  large 
manufacturing  cities  have  grown  up.  On  account  of  this  cheap 
source  of  power  and  the  fact  that  coal  was  not  available  in  the 
earlier  settlements,  at  a  price  making  it  a  commercial  factor, 
this  region  developed  into  a  manufacturing  section  at  an  early 
date,  and  continues  so  until  this  time  in  spite  of  geographical 
disadvantages  as  to  sources  of  raw  material  and  markets. 

It  contains  the  important  cities  of  Portland,  Boston,  Provi- 
dence, New  Haven  and  New  York. 

Sec.  5.    THE  ATLANTIC  COASTAL  PLAIN. 

This  section  extends  from  Long  Island  south  along  the 
Atlantic  Coast  to  Florida.  The  famous  oyster  beds  and 
fisheries  are  located  on  the  coast.  Extensive  pine  forests  cover 
much  of  the  southern  portion  of  this  plain,  which  furnish  large 
amounts  of  lumber  and  turpentine.  Cypress  forests  of  large 
extent  cover  the  swampy  portions  nearer  the  coast. 

In  Virginia,  the  Carolinas  and  Georgia  the  soil  is  good, 
agriculturally,  and  produces,  to  an  important  extent,  cotton 
and  tobacco,  and  in  North  Carolina,  South  Carolina  and 
Georgia,  rice;  in  Florida,  citrus  fruits  and  garden  truck.  In 
the  northern  portion,  fruit,  garden  truck  and  small  farming 
are  most  important  agriculturally. 

The  mining  production  is  phosphate  rock  in  Florida.  Iron 
and  steel  articles,  railroad  equipment  and  ship  building  are 
the  most  important  items  of  the  large  manufacturing  produc- 
tion of  the  northern  portion  of  the  district.  The  proximity  to 
the  coal-producing  regions  of  the  Appalachian  district  makes 
the  cost  of  fuel  for  manufacturing  low. 

On  account  of  its  strategic  traffic  position  this  section  con- 
tains the  important  cities  of  Philadelphia,  Pa. ;  Baltimore,  Md. ; 
Richmond  and  Norfolk,  Va. ;  Raleigh,  N.  C;  Charleston, 
S.  C,  and  Savannah,  Ga. 

Sec.  6.    THE  PIEDMONT  PLATEAU. 

This  section  lies  between  the  Atlantic  coastal  plain  just 
described  and  the  Appalachian  Ridges,  including  the  foothills 


54  AMERICAN  COMMERCE  ASSOCL\TION 

rising  into  these  ridges.  It  extends  from  New  Jersey  into 
eastern  Alabama. 

The  rock  formation  of  this  district  is  harder  than  that  of 
the  Coastal  Plain  and  its  chemical  elements  different.  As  all 
soil  is  formed  from  the  disintegration  of  rock,  its  character 
is  determined  by  the  chemical  elements  in  the  rock  from  which 
it  originates. 

The  rock  from  which  the  soils  of  the  Coastal  Plain  were 
formed  contain  more  of  the  mineral  salts  requisite  to  plant 
growth  than  those  from  which  the  soil  of  this  plateau  was 
derived ;  hence  the  soil  of  the  Coastal  Plain  is  more  fertile  than 
that  of  this  district,  and,  as  the  rock  structure  of  the  former  is 
more  susceptible  to  disintegration  than  the  latter,  the  depth 
of  soil  in  the  Coastal  Plain  is  greater.  The  Piedmont  plateau 
has  narrow  strips  of  barren  territory  interspersed  through  it 
for  the  reasons  just  given. 

The  streams  draining  the  Appalachians  into  the  ocean  do 
not  erode  the  harder  rock  formation  of  the  plateau  to  the 
same  extent  as  the  softer  rock  of  the  Coastal  Plain,  hence, 
when  they  pass  from  the  one  to  the  other,  rapids  are  formed 
in  these  streams  by  the  greater  erosion  in  the  softer  rock.  At 
these  points  the  cheap  water  power  available  has  developed 
a  considerable  cotton  manufacturing  industry. 

The  soil  generally  is  fairly  good  agriculturally,  and  pro- 
duces fruit,  grain,  forage  crops  and  cattle  in  the  northern  por- 
tion, and  cotton,  tobacco  and  fruit  in  the  southern. 

Such  cities  as  Atlanta,  Ga. ;  Columbia,  S.  C. ;  Salisbury, 
N.  C. ;  Lynchburg,  Va. ;  Hagerstown,  Md.,  and  Harrisburg, 
Pa.,  are  located  in  this  section. 

Sec.  7.     THE  APPALACHIAN  RIDGES. 

This  section,  as  its  name  indicates,  embraces  mountainous 
areas  and  extends  from  southern  New  York  into  the  center 
of  Alabama. 

Its  resources  are  principally  lumber  and  mineral.  It  has 
an  immense  production  of  anthracite  and  bituminous  coal, 
iron  ore  and  cement  in  the  northern  portion,  and  granite  and 
marble  in  Georgia. 


TRAFFIC  GEOGRAPHY  55 

The  valleys  between  the  ridges  are  fertile,  although  of 
limited  area  comparatively,  producing  grain  and  forage  crops, 
cattle  and  tobacco,  with  a  considerable  dairying  interest  in 
the  northern  portion. 

The  cheapness  of  fuel  and  proximity  of  raw  material  has 
made  the  production  of  iron  and  steel  manufactures  and 
articles  requiring  the  use  of  lumber  products  very  large. 

It  contains  the  cities  of  Birmingham,  Ala.;  Chattanooga, 
Tenn. ;  Roanoke,  Va. ;  Cumberland,  Md.,  and  Scranton,  Pa., 
all  important  industrially. 

Between  the  ridges  and  the  plateau  next  described  there 
is  a  depression  known  as  the  Great  Valley,  which  extends 
from  end  to  end  of  this  region  and  it  forms  a  natural  highway 
for  transportation  between  the  northeastern  and  southern 
sections  of  the  country.  The  cities  named  are  in  or  near  this 
valley. 

Sec.  8.    THE  ALLEGHANY  PLATEAU. 

This  section  adjoins  the  one  just  described  and  extends 
from  the  valley  of  the  Hudson  river  in  New  York  to  the  north- 
east corner  of  the  State  of  Mississippi.  It  includes  the  upper 
valley  of  the  Ohio  river  and  adjoins  the  Mississippi  river  valley 
in  west  Kentucky  and  Tennessee. 

The  eastern  line  of  this  section  shows  a  cliff  about  one 
thousand  feet  in  height  where  it  borders  the  Great  Valley  for 
almost  its  entire  length.  The  region  is  therefore  difficult  of 
access  and  involves  the  expenditure  of  large  sums  of  money 
for  railroad  construction.  Much  of  it  in  consequence  remains 
a  wilderness  covered  by  a  heavy  growth  of  the  finest  timber. 

It  is  underlaid  at  great  depths  with  thick  veins  of  coal. 
The  depths  are  so  great  that  the  cost  of  development  has 
been  prohibitive  except  where  the  water  courses  have  cut  the 
original  covering  material  deeply,  as  they  have  in  West  Vir- 
ginia and  Pennsylvania  and  points  in  Tennessee  and  Alabama. 

Iron  ore  is  found  in  the  northern  portion  in  New  York, 
Pennsylvania  and  Ohio,  and  in  Tennessee  and  Alabama  in  the 
southern. 

Phosphate  rock  (valuable  as  fertilizer)   is  found  in  Ten- 


56  AMERICAN  COMMERCE  ASSOCIATION 

nessee,  and  immense  supplies  of  petroleum  in  Pennsylvania 
and  southeastern  Ohio. 

The  agricultural  production  of  this  section  is  the  dairying 
interest  of  New  York  and  the  grain  forage  and  cattle  of  Penn- 
sylvania, eastern  Ohio,  and  the  very  fertile  "  Blue  Grass 
Regions  "  of  Kentucky  and  Tennessee,  with  a  large  produc- 
tion of  tobacco  and  horses  in  the  latter  two  States. 

An  abundance  of  coal,  distributed  with  short  hauls,  has 
made  this  a  very  great  manufacturing  region,  the  iron  and 
steel  industry  being  the  one  most  highly  developed. 

The  important  cities  of  Pittsburgh,  Pa. ;  Wheeling, 
W.  Va. ;  and  of  less  importance,  Charleston,  W.  Va. ;  Louis- 
ville, Ky.,  and  Nashville,  Tenn.,  are  located  in  this  section. 

Sec.  9.    THE  GULF  PLAINS. 

This  section  is  bounded  on  the  south  by  the  Gulf  of  Mexico 
and  extends  up  the  Mississippi  valley  to  the  junction  of  the 
Mississippi  and  Ohio  rivers.  It  embraces  parts  of  Florida, 
Georgia  and  Alabama,  western  Tennessee  and  Kentucky,  a 
small  part  of  Missouri,  nearly  all  of  Arkansas,  all  of  Louisi- 
ana and  Mississippi,  and  the  southern  and  eastern  portion  of 
Texas.  It  is  entirely  devoid  of  elevations,  being  practically 
level. 

A  black  alluvial  soil  of  great  depth  and  fertility  covers 
the  entire  area.  The  winds  from  the  Gulf  to  the  south  cause 
a  precipitation  in  the  growing  season  as  large  as  that  of  any 
other  area  of  similar  extent  in  the  country.  The  temperature 
is  high  and  the  growing  season  a  long  one.  These  conditions 
make  this,  essentially,  an  important  agricultural  section. 

Cotton,  forage  crops  and  cattle  are  extensively  produced 
over  the  entire  area;  rice  along  the  entire  Gulf  coast,  and 
sugar  cane  very  extensively  near  the  Gulf  coast  in  Louisiana 
and  Florida ;  citrus  fruits  and  garden  truck  in  Florida ;  virgin 
pine  forests  of  great  extent  cover  portions  of  Texas,  Louisiana 
and  Mississippi,  and  of  cypress  in  the  lowest  areas  close  to 
the  Gulf.  In  Arkansas  much  of  the  original  oak  timber 
remains. 

The  minerals  are  petroleum  in  Texas  and  Louisiana,  and 


Map  No.  5.    Hay  and  Forage. 


^         NON-PRODUCTIVE    AREA 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wj-mond,  C.E. 


TRAFFIC  GEOGRAPHY  57 

rock  phosphate  in  Florida,  both  of  which  have  been  very 
extensively  developed.  The  manufacturing  production  is  not 
large,  except  as  to  the  refining  of  sugar  produced  locally. 

The  important  cities  of  Houston  and  Galveston,  Tex. ;  New 
Orleans,  La.;  Mobile,  Ala.;  Pensacola,  Fla.,  and  Memphis, 
Tenn.,  are  located  in  this  section. 

Sec.  10.    THE  OZARK  PLATEAU. 

This  section  occupies  the  southern  part  of  Missouri,  the 
northwestern  portion  of  Arkansas,  and  the  larger  part  of  the 
eastern  portion  of  Oklahoma.  It  extends  for  a  short  distance 
across  southern  Illinois. 

It  is  not  of  great  importance  agriculturally,  fruit,  with 
some  cotton  and  cattle,  being  its  principal  production.  In 
portions  the  soil  of  this  region  is  good  and  it  will  in  the 
future  probably  be  important  in  an  agricultural  way. 

Much  very  fine  oak  timber,  together  with  some  pine,  still 
remains  in  this  area. 

Its  chief  resources  are  petroleum  and  coal  in  Oklahoma 
and  Missouri  with  very  extensive  deposits  of  lead  and  zinc 
in  the  three  States.  The  famous  Joplin  zinc  and  the  Bonne 
Terre  lead  districts  are  in  this  area.  Both  have  been  highly 
developed.  In  southern  Illinois  extensive  deposits  of  fluor- 
spar, used  by  steel  and  foundry  manufacturers,  are  found  and 
have  been  developed.  The  smelting  of  lead  is  the  only  impor- 
tant manufacturing  industry.  Joplin,  Mo.,  and  Guthrie,  Okla., 
are  the  most  important  cities  in  this  section. 

Sec.  11.    THE  PRAIRIE  PLAINS. 

This  section  extends  from  the  Alleghany  plateau  to  approx- 
imately the  Missouri  river  on  the  west,  lying  south  of  the 
Lake  Plains  and  north  of  the  Ohio  river  valley.  It  comprises 
part  of  the  States  of  Ohio,  Indiana,  Illinois,  Wisconsin,  Minne- 
sota, North  and  South  Dakota,  Missouri,  and  all  of  Iowa. 

The  section  is  without  elevations,  being  practically  level 
or  rolling  prairie.  The  soil,  climate,  precipitation  and  topog- 
raphy make  of  it,  perhaps,  the  most  favorably  situated  agri- 
cultural area  of  large  extent  in  the  world. 


58  AMERICAN  COMMERCE  ASSOCIATION 

In  the  southern  portion  corn,  grain,  forage  crops,  cattle 
and  swine  are  its  principal  agricultural  products ;  in  the  north- 
ern portion  the  same  crops  except  corn,  and  in  addition  hemp, 
flax,  tobacco,  broom  corn,  fruits,  etc.  Its  dairying  interest  is 
the  largest  in  the  country. 

In  Indiana,  Illinois,  Missouri,  Iowa  and  Ohio  it  has  most 
extensive  deposits  of  bituminous  coal;  in  Wisconsin,  of  zinc; 
in  Illinois,  Indiana  and  Ohio,  of  petroleum  and  natural  gas. 
The  manufacturing  interests  of  this  section  are  very  large, 
especiall  in  grain  and  packing-house  products.  There  is  also 
a  large  number  of  diversified  manufacturing  industries. 

The  important  cities  of  St.  Louis  and  Kansas  City,  Mo.; 
Minneapolis  and  St.  Paul,  Minn.;  Peoria,  111.;  Indianapolis, 
Ind.,  and  Columbus,  Ohio,  are  located  in  this  section. 

Sec.  12.    THE  LAKE  PLAINS. 

This  region  adjoins  the  Great  Lakes  and  extends  south 
to  varying  distances  from  their  shores.  The  northern  portion 
of  Minnesota  and  Wisconsin,  the  upper  and  lower  Peninsulas 
of  Michigan,  the  eastern  portion  of  Wisconsin,  a  small  area 
in  Illinois  and  Indiana  at  the  foot  of  Lake  Michigan,  and  a 
narrow  strip  in  northern  Ohio  and  western  Pennsylvania  and 
New  York  on  the  south  shores  of  Lake  Erie  and  Lake  Ontario 
comprise  this  section. 

The  lower  peninsula  of  IMichigan  is  the  only  area  which 
is  important  agriculturally,  producing  grain,  forage  crops, 
fruit,  sugar  beets,  cattle  and  dairying. 

In  Minnesota,  Wisconsin,  the  upper  peninsula  and  the 
northern  part  of  the  lower  peninsula  of  Michigan  extensive 
forests  of  spruce,  pine  and  cedar  have  not  been  exhausted 
after  years  of  lumbering. 

In  northern  Minnesota  and  Wisconsin  and  the  upper 
peninsula  of  Michigan  the  production  of  iron  ore  is  by  far  the 
largest  in  the  country.  In  the  upper  peninsula  of  Michigan 
are  located  some  of  the  world's  greatest  copper  mines.  The 
abundance  of  coal  near  by,  close  to  the  surface,  making  its  cost 
of  production  low;  the  comparative  ease  of  constructing 
railroads  for  interchange  of  products;    its  relative  nearness 


Map  No.  4.    All  Cattle  on  Farms. 


Designed  and  compiled  ior  The  American  Commerce  Association  by  Marie  Wymond,  C.E. 


.  TRAFFIC  GEOGRAPHY  59 

to  all  sources  of  supply  of  raw  materials,  and  its  proximity  to 
the  markets  for  disposition  of  products,  together  with  lake 
and  rail  transportation,  has  made  this  section  one  of  very 
large  manufacturing  production. 

Agricultural  implements,  automobiles,  and  other  vehicles, 
iron,  lumber,  packing-house  and  grain  products  and  railroad 
equipment  are  the  chief  products  of  a  long  list  of  diversified 
manufacturing. 

The  valley  of  the  Hudson  river,  extending  along  the  west- 
ern boundary  of  the  New  England  plateau,  connecting  with 
that  of  the  Mohawk  along  the  northern  boundary  of  the 
Alleghany  plateau,  affords  a  natural  highway  for  railway  trans- 
portation between  the  Atlantic  ocean  and  the  Eastern  States 
on  one  hand,  and  the  lake  plains  and  prairie  sections  on  the 
other.  This  favoring  topography  has  permitted  the  construc- 
tion of  one  of  the  largest  railroad  systems  in  the  country,  with 
light  grades  and  good  alignment  at  comparatively  small  initial 
cost.  This  topographical  feature  in  connection  with  its  superb 
harbor  has  made  New  York  preeminent  in  its  position  com- 
mercially. Its  situation  at  the  western  end  of  this  natural 
highway,  with  its  position  at  the  foot  of  Lake  Michigan 
assuring  it  the  lowest  possible  charges  for  transportation,  has 
made  Chicago  the  second  city  of  the  country. 

Many  important  cities  are  located  in  this  section,  the  prin- 
cipal ones  being  Duluth,  Minn. ;  Milwaukee,  Wis. ;  Chicago, 
111. ;  Gary,  Ind. ;  Grand  Rapids  and  Detroit,  Mich. ;  Toledo 
and  Cleveland,  Ohio;   Buffalo  and  Rochester,  New  York. 

Sec.  13.    THE  GREAT  PLAINS. 

This  section  extends  north  and  south  from  Canada  to 
Mexico,  lying  between  the  Gulf  and  Prairie  plains  on  the  east, 
and  the  Rocky  mountain  regions  on  the  west.  It  comprises 
parts  of  the  States  of  North  and  South  Dakota,  Nebraska, 
Kansas,  Oklahoma,  Texas,  New  Mexico,  Colorado,  Wyoming 
and  Montana. 

The  country  is  generally  flat,  rising  gradually  from  the 
Missouri  and  Mississippi  river  valleys  to  the  foothills  of  the 
mountain  regions. 


60  AMERICAN  COMMERCE  ASSOCIATION 

In  the  eastern  portion  of  the  section  the  annual  precipita- 
tion is  between  twenty  and  thirty  inches  per  year;  in  the 
western  portion  it  is  less  than  twenty  inches  per  year.  Grain 
crops  require,  even  where  dry  farming  methods  are  used,  at 
least  sixteen  inches  annual  precipitation  for  successful  produc- 
tion. In  consequence,  the  eastern  portion  of  the  section  raises 
cotton,  corn,  grain,  forage  crops  and  cattle;  the  western  por- 
tion, range  cattle,  sheep  and  wool,  except  as  to  limited  areas 
where  irrigation  systems  are  practicable. 

The  mineral  production  is  coal  in  South  Dakota  and 
Wyoming,  and  precious  metals  in  South  Dakota  and  Colorado. 
The  manufacturing  interest  in  this  section  is  negligible. 

The  important  cities  are  Fort  Worth  and  Dallas,  Tex.; 
Topeka,  Kan. ;  Lincoln,  Neb. ;  Pierre  and  Deadwood,  S.  D. ; 
Billings,  Mont.;  Cheyenne,  Wyo. ;  Denver,  Colo.,  and  Santa 
Fe,  N.  M. 

Sec.  14.    THE  ROCKY  MOUNTAIN  REGIONS. 

The  Rocky  mountain  region  has  a  very  high  altitude, 
ranging  from  ten  to  fourteen  thousand  feet  above  sea  level. 
Erosion  in  the  strata  of  the  rocks  has  exposed  in  many  places 
valuable  mineral  deposits  such  as  gold,  silver  and  copper. 
As  a  result  many  mining  centers  have  developed,  such  as 
Cripple  Creek  and  Leadville  in  Colorado,  and  Butte  and 
Helena  in  Montana.  Here  and  there  are  intermountain  basins 
with  thick  soil,  covered  with  good  grass,  which  afford  some 
range  for  cattle. 

Sec.  15.    THE  COLUMBIAN  PLATEAU. 

This  section  comprises  the  eastern  portion  of  the  States  of 
Washington  and  Oregon  and  the  central  part  of  Idaho. 

The  precipitation  in  a  large  part  of  the  area  is  large;  in 
other  portions  extensive  irrigation  systems  correct  the  absence 
of  natural  precipitation.  Dry  farming  is  practised  successfully 
in  all  portions  of  this  section.  The  soil  is  a  product  of  dis- 
integrated lava,  fertile  and  well  adapted  to  grain  and  fruit 
production. 


lif  ilU 


Map  No.  9.     Dairy  Cows  on  Farms, 


115 


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DAIRY  COWS  ON  FARMS 


•  200.000     DAIRY    COWS 

■  150,000   TO  200,000    DAIRY    COWS 

O  100,000   TO   150.000 

@  50.000      TO    100.000 

0  LESS    THAN     50.000 


^ 


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o 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


or  Tur 


TRAFFIC  GEOGRAPHY  61 

Grain  and  forage  crops,  fruit  of  excellent  quality  and  in 
large  quantities,  hogs  and  cattle  are  the  agricultural  products. 

Extensive  virgin  forests  of  fir  and  cedar  cover  much  of  the 
area  and  the  present  annual  production  is  very  large. 

There  are  several  large  producing  silver  mines  and  an 
extensive  coal  development  in  the  district.  Spokane,  Wash., 
and  Boise,  Idaho,  are  the  most  important  cities. 

Sec.  16.    THE  COLORADO  PLATEAU. 

The  soil  of  this  section  is  not  productive,  but  affords  fair 
ranges  for  live  stock.  Wool  and  live  stock  are  the  principal 
products.  Silver  is  found  in  the  mountains.  There  are  no 
important  cities  within  this  area. 

Sec.  17.    THE  BASIN  RANGES. 

This  section  has  an  elevation  of  4,000  to  4,200  feet  above 
sea  level.  The  precipitation  will  not  support  agricultural  pro- 
duction, and  this  area,  without  irrigation,  is,  therefore,  not 
productive. 

In  Utah,  in  the  vicinity  of  Salt  Lake  City,  some  very 
extensive  irrigation  systems  supply  this  lack  of  moisture. 
The  area  involved,  however,  is  small  in  comparison  with  the 
total  area  of  the  section.  There  are  some  areas  affording 
ranges  for  sheep  and  cattle,  although  the  production  is  not 
large.  In  the  mountainous  regions  of  western  Nevada  there 
are  extensive  forests. 

In  the  State  of  Nevada,  which  lies  wholly  within  this  sec- 
tion, some  of  the  largest  producing  gold  and  silver  mines  are 
located;  in  Arizona  there  is  a  very  large  development  in 
copper  mining. 

Salt  Lake  City,  Utah,  Virginia  and  Carson  City,  Nev.,  and 
Phoenix,  Ariz.,  are  in  this  section. 

Sec.  18.    THE  PACIFIC  AREA. 

This  section  comprises  most  of  the  State  of  California  and 
the  western  portion  of  Oregon  and  Washington.  It  embraces 
the  entire  area  covered  by  the  coast  ranges,  the  western  slopes 
of  the  Sierra  Nevadas,  and  the  valley  lying  between. 


62  AMERICAN  COMMERCE  ASSOCIATION 

Its  proximity  to  the  Pacific  ocean  assures  it,  as  to  most  of 
its  area,  a  precipitation  as  large  as  that  of  the  region  adjoining 
the  Gulf  of  Mexico.  The  soil  of  its  valleys  and  highlands  is 
very  fertile,  which  in  connection  with  the  precipitation  and 
favorable  climatic  condition  make  its  agricultural  production 
important,  its  principal  products  being  grain  and  forage  crops, 
cattle,  orchard  and  citrus  fruits,  hops  and  garden  truck. 

Its  lumber  production  is  larger  than  that  of  any  section  in 
the  country,  derived  principally  from  its  fir,  cedar  and  red- 
wood forests." 

The  production  of  minerals  is  most  important,  consisting 
of  coal  in  Washington,  and  precious  metals,  copper,  petroleum 
and  granite  in  California. 

The  fisheries  of  Oregon  are  the  most  important  as  to  value 
of  product  of  any  section  of  the  country. 

The  important  cities  are  Los  Angeles  and  San  Francisco, 
Cal.;   Portland,  Ore.,  ariid  Seattle,  Wash. 

Sec.  19.     GENERAL. 

The  territory  of  the  United  States  extends  about  fifteen 
hundred  miles  north  and  south  and  three  thousand  miles  east 
and  west. 

It  has  an  area  of  3,090,777  square  miles.  There  are 
mountains  near  both  the  east  and  west  coasts,  with  a  broad 
valley  between  drained  by  the  Mississippi  river  and  its 
tributaries.  The  eastern  mountain  range  extends  from  Maine 
to  Georgia  with  a  width  of  from  one  hundred  and  fifty  to  two 
hundred  miles.  The  western  mountain  ranges  extend  from 
the  north  to  the  south  boundaries  of  the  country  and  cover 
about  one-third  of  its  land  area. 

The  surface  of  the  land  varies  from  sea  level  to  elevations 
of  fourteen  thousand  feet  above  it.  This  diversity  of  elevation 
and  latitude  permits  the  cultivation  of  every  plant  and  the 
production  of  every  animal  necessary  to  feed,  clothe  and  house 
civilized  mankind. 

There  are  twelve  million  farms  in  the  United  States,  worth 
twenty-three  billion  dollars,  producing  twenty  billion  dollars 
of  agricultural  value  annually.     Even  with  these  huge  figures 


Map  No.  3. 

Proportion  of  Improved  Land  to  Total  Area 
(by  Counties). 


PROPORTiON  OF  IMPROVED   LAND 

TO  TOTAL   AREA  (By  Counties) 

50  ^   AND    OVER    IMPROVED 
1      'iZ^%   TO   50  % 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  63 

only  twenty-seven  per  cent  of  the  total  land  area  is  under 
cultivation. 

Millions  of  acres  of  land  in  the  Lake,  Appalachian,  Gulf 
and  Pacific  sections  are  covered  with  timber  of  excellent 
quality  as  yet  untouched  by  the  lumberman.  The  total  annual 
value  of  forest  products  is  five  hundred  and  twenty  million 
dollars. 

Other  millions  of  acres  in  all  parts  of  the  country  are 
underlaid  or  covered  by  coal,  iron,  copper,  lead,  zinc,  precious 
metals,  petroleum,  natural  gas,  phosphate  rock,  building  and 
lime  stone,  marble,  granite,  salt,  and  every  mineral  necessary 
for  the  needs  and  luxuries  of  the  world. 

The  diversity  of  location  of  these  various  products  of 
farms,  forests  and  mines,  and  the  necessity  of  assembling  them 
at  localities  where  they  may  be  economically  prepared,  and 
from  which  they  may  be  distributed  for  use  by  man,  create 
the  flows  of  traffic  which  are  the  foundation  of  transportation. 


CHAPTER  V. 


The  Leading  Products  of  Commerce 


Value  of  Products  in  United  States. 

Iron  and  Steel. 

Packing  House  Products. 

Sheep  and  Wool. 

Poultry,  Eggs,  Fish,  Oysters  and  Game. 

Lumber  and  Lumber  Products. 

Wheat  and  Flour. 

Cotton. 

Butter  and  Cheese. 

Corn  and  Maize. 

Oats,  Rye,  Barley  and  Rice. 

Coal  and  Coal  Products. 

Copper  and  Other  Ores. 

Manufactured  Products. 


Sec. 

1. 

Sec. 

2. 

Sec. 

3. 

Sec. 

4. 

Sec. 

5. 

Sec 

6. 

Sec. 

7. 

Sec. 

8. 

Sec. 

9. 

Sec. 

10. 

Sec. 

11. 

Sec 

12. 

Sec. 

13. 

Sec 

14. 

(65) 


1 00      200 


MILLIONS  OF  DOLLARS 
300      400     500       600     700 


800      900 


Packing  House  Products 
Iron  and  Steel 
Foundry  Products 
Flour  Mill  Products 
Lumber  and  Timber 
Cotton  Goods 
Cars.  Steam  and  Street 
Clothing,  Men's 
Tobacco 

Boots  and  Shoes 
Printing,  Newspapers 
Petroleum 
Liquor,  Malt 
Sugar  and  Molasses 
Bakery  Goods 
Leather,  Tanning 
Clothing,  Women's 
Planing  Mill  Products 
Smelting  and  Refining 
Printing,  Book  and  Job 
Furniture 
Worsted  Goods 
Milk  Products 
Woolen  Goods 
Electrical  Apparatus 
Hosiery  and  Knit  Goods 
Silk  and  Silk  Goods 
Liquors.  Distilled 
Gas 

Carriages  and  Wagons 
Agricultural  Implements 
Oil  and  Cotton  Seed 
Chemicals 

Coffee  and  Spices 
Shipbuilding 


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CHAPTER  V. 


The  Leading  Products  of  Commerce 

Sec.  1.    VALUE  OF  PRODUCTS  IN  UNITED  STATES. 

The  United  States,  because  of  its  natural  advantages,  its 
favorable  climate,  and  the  initiative  and  industry  of  its  people, 
has  surpassed  all  the  nations  of  the  world  in  the  production 
of  the  articles  of  commerce.  In  1860  the  United  States  w^as 
the  fourth  nation  of  the  world  in  commerce.  To-day  she 
stands  at  the  top  and  produces  more  goods  than  three  of  her 
greatest  competitors.  The  increase  in  our  commerce  every 
year  is  approximately  ten  million  dollars  more  than  was  our 
total  commerce  twenty  years  ago.  Our  commerce  is  growing 
four  times  as  fast  as  our  population,  yet  we  are  furnishing  only 
about  eight  per  cent  of  the  goods  demanded  in  foreign  mar- 
kets. Our  exports  for  1913  totaled  two  and  one-third  billions 
of  dollars  in  value. 

The  total  value  of  American  products  is  estimated  at  over 
twenty  billion  dollars  annually.  The  articles  of  greatest  value 
are  packing-house  products,  which  approximate  nine  hundred 
and  fourteen  million  dollars  annually.  The  second  class  of 
goods  of  greatest  value  is  iron  and  steel,  worth  about  nine 
hundred  and  six  million  dollars  a  year.  Plate  No.  2  shows  the 
absolute  and  relative  value  of  the  annual  production  of  thirty- 
five  leading  articles  of  commerce.     (See  page  66.) 

The  items  shown  on  the  diagram  furnish  the  principal 
tonnage  of  the  railroads  in  distributing  the  products  of  com- 
merce. 

Plate  No.  6,  following  page  106,  shows  the  value  of  the 
products  of  mines. 

The  following  sections  discuss  in  detail  some  of  the  more 
important  of  these  items. 

(67) 


68  AMERICAN  COMMERCE  ASSOCIATION 

Sec.  2.     IRON  AND  STEEL. 

The  diagram  on  Plate  No.  3  shows  the  production  of  iron 
ore  by  States.  It  will  be  noted  that  Minnesota  and  upper 
Michigan  produce  by  far  the  largest  part  of  the  iron  ore. 

While  the  greater  part  of  the  transportation  from  this 
region,  as  to  length  of  haul,  is  by  lake  vessel,  the  haul  from 
mines  to  lake  and  from  lake  to  furnace  is  by  rail.  Some  of 
the  furnaces  located  directly  on  lake  fronts  avoid  the  latter 
haul,  but  the  larger  part  of  the  tonnage  —  all  of  that  going  to 
the  Pittsburgh  district  —  involves  two  railroad  hauls  in  addi- 
tion to  the  water  haul. 

The  manufacture  of  iron  and  steel,  including  the  move- 
ment of  raw  material  to  furnace  and  from  furnace  to  eventual 
consumer,  involves,  like  packing-house  products  next  noted, 
many  separate  transportation  services. 

To  produce  a  ton  of  pig  iron  requires  that  the  furnace  be 
charged  with  nearly  two  tons  of  ore,  nearly  two  tons  of  coke 
and  one  ton  of  fluxing  stone,  which  involves  the  movement  of 
five  cars  of  raw  material.  The  bed  into  which  the  molten  iron 
is  run  to  form  the  pigs  requires  the  transportation  of  sand. 
The  converting  of  the  iron  into  steel  or  merchant  iron  requires 
further  reduction  in  converters,  involving  the  movement  of 
more  fuel  and  fluxing  material.  If  the  iron  is  intended  for 
foundry  use,  it  is  transported  thence  and  manufactured,  say, 
into  stoves,  moving  from  the  foundry  to  the  merchant  and 
thence  to  consumer. 

The  ramifications  of  the  transportation  service  involved 
from  the  movement  of  the  ore  from  the  mine  to  its  destina- 
tion in  the  hands  of  the  user  of  iron  and  steel  articles  are 
many  indeed,  as  these  articles,  in  some  form,  are  used  in  the 
greater  part  of  the  many  lines  of  manufacturing. 

The  tonnage  movement,  if  fuel  and  all  other  minerals 
necessary  in  its  manufacture  are  included,  is  perhaps  the 
largest  of  any  other  single  item  of  commerce. 

The  greatest  pig  iron  producing  centers  of  the  country  are 
located  in  the  Pittsburgh  district  in  western  Pennsylvania; 


Plate  No.  3. 
Value  of  Leading  Minerals  (by  States). 


VALUE    OF   LEADING       W 


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TRAFFIC  GEOGRAPHY  69 

the  Mahoning  Valley  of  eastern  Ohio;  the  Calumet  district 
and  Gary  of  northern  Indiana,  and  the  Birmingham  district  in 
northern  Alabama.  In  Virginia  and  Maryland  there  are  other 
centers  of  less  importance. 

Map  No.  14  (page  77^,  showing  the  value  of  the  annual 
products  of  mines  and  quarries  by  States,  is  instructive  in  this 
connection,  as  well  as  Map  No.  16  (page  83),  showing  natural 
resources  by  States. 

Sec.  3.    PACKING-HOUSE  PRODUCTS. 

The  annual  production  of  these  exceed  in  value  that  of 
any  other  single  item  in  our  commerce,  as  shown  by  diagram 
on  page  66.  Cattle-raising  is  carried  on  in  every  State 
in  the  Union.  Map  No.  4  shows  the  production  of  cattle 
graphically  by  States ;  Map  No.  5,  hay  and  forage  production.* 

It  will  be  noted  that  Texas  leads  in  the  production  of 
cattle  and  the  corn-producing  States  farther  north  follow  its 
lead  closely.  It  is  to  be  observed,  however,  that  most  of  the 
cattle  raised  on  the  ranges  of  the  farther  Western  States  do 
not  go  directly  from  the  ranges  to  the  packing  houses,  but  are 
first  fattened  in  the  corn  States,  it  being  more  economical  to 
move  the  cattle  to  the  feeding  areas  than  the  fattening  feed 
to  the  ranges,  in  which  the  latter  is  deficient. 

The  greatest  production  of  swine  is  in  the  corn-producing 
areas;  hogs  are  moved  generally  direct  from  farm  to  packing 
house. 

Through  modern  car  refrigeration  these  products  may  be 
transported  any  distance  which  markets  of  consumption 
demand. 

The  movement  of  cattle  and  swine  to  the  packing  centers 
and  the  distribution  of  the  products  of  these  centers  involve 
more  separate  transportation  services  than  any  other  item  of 
commerce. 

It  might  be  interesting  to  trace  the  movement  of  cattle 
from  range  to  feeding  farms  for  fattening;  thence  to  the 
packing  center  for  slaughter;    thence  the  meat  and  canned 

*  Maps  Nos,  4  and  5  follow  pages  68  and  66. 


70  AMERICAN  COMMERCE  ASSOCIATION 

products  to  distributing  centers,  from  where  they  are  again 
moved  to  the  consumers;  the  hides  to  the  tanneries  and 
thence  to  the  shoe  manufacturer,  and  from  there  to  the  mer- 
chant and  consumer;  the  fatty  wastes  converted  into  soap, 
distributed  to  jobbing  centers  and  thence  to  the  consumers; 
the  blood  and  other  wastes  to  the  fertilizer  factories  and 
thence  through  merchants  to  farmers,  and  so  with  many 
other  by-products,  such  as  hair,  hoof,  horn,  entrails,  etc.,  and 
note  just  what  services  have  been  performed  by  the  trans- 
portation companies. 

The  largest  meat-packing  industry  is  located  in  Chicago, 
which  is  near  the  greatest  corn-producing  area.  Fort  Worth, 
Kansas  City,  Omaha  and  Sioux  City  on  the  eastern  edge  of  the 
great  plains  are  important  packing  points.  Many  cities  dis- 
tributed through  the  corn  belt  have  packing  industries  of  less 
importance. 

Sec.  4.    SHEEP  AND  WOOL. 

Most  of  the  sheep  in  this  country  are  raised  on  the  ranges 
in  the  western  half  of  the  Great  Plains  section  and  on  flat 
areas  lying  between  that  section  and  the  Pacific  area. 

The  profits  of  the  industry  come  from  the  annual  increase 
of  flock  and  production  of  wool.  Eventually,  of  course,  the 
sheep  themselves  go  to  the  packing  centers.  The  transporta- 
tion of  this  wool  is  the  principal  item  in  this  industry  of  inter- 
est from  a  transportation  standpoint.  As  the  Central  and 
New  England  States  are  the  consuming  centers,  the  hauls  are 
long. 

The  annual  production  of  wool  in  this  country  is  three 
hundred  and  twenty  million  pounds.  As  this  production  is 
not  sufficient  for  our  domestic  needs  the  transportation  of 
imported  wool  to  interior  consuming  points  is  an  important 
item  of  traffic. 

A  large  part  of  the  foreign  wool  originates  in  Australia, 
and  as  the  port  of  entry  is  on  the  Pacific  side,  the  hauls  on 
the  imported  wool  to  the  interior  is  longer  even  than  on  the 
domestic  wool. 

Owing  to  the  reduction  of  the  range  available  for  sheep- 


Map  No.  6. 

Value  of  Manufactured  Forest  Products 
(by  States). 


VALUE   OF   MANUFACTURED 
FOREST  PRODUCTS   BY  STATES 

•  $4,000,000 

e  $3,000,000  TO  $4,000,000 
3  $2,000,000  TO  $3,000,000 
@  $1,000,000  TO  $2,000,000 
O  LESS  THAN  $1,000,000 


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TRAFFIC  GEOGRAPHY  71 

raising,  caused  by  the  cultivation  of  land  heretofore  used  as 
range,  domestic  wool  production  is  decreasing  and  will  prob- 
ably continue  to  do  so  in  the  future,  as  the  raising  of  sheep  in 
a  large  way  is  not  practicable  in  cultivated  areas. 

Sec.  5.    POULTRY,  EGGS,  FISH,  OYSTERS  AND  GAME. 

Poultry  and  egg  shipments  form  an  important  item  in 
freight  transportation  and  require  service  identical  with  the 
packing-house  products  and  butter  and  cheese  traffic. 

Shipments  of  fresh  and  cured  fish  from  points  on  the  Great 
Lakes;  canned  fish  from  the  Columbia  river  (Oregon)  can- 
neries ;  fresh,  canned  and  cured  sea-foods  from  Gulf  ports,  also 
Atlantic  and  Pacific  coast  points,  make  up  an  item  of  tonnage 
which,  outside  of  the  fresh  fish  shipments,  requires  no  special- 
ized service. 

The  shipments  of  oysters  and  game  also  add  to  some  extent 
to  the  total  products  of  commerce.  Oyster  shipments  require 
a  very  specialized  service,  particularly  in  the  matter  of  time. 
Interstate  shipments  of  game,  on  account  of  State  game  laws, 
are  to-day  of  very  small  moment.  What  there  is  of  this 
traffic  goes  almost  wholly  to  the  express  companies.  How- 
ever, there  is  considerable  intrastate  movement  where  the 
game  is  found  during  the  open  or  hunting  season. 

Sec.  6.  LUMBER  AND  LUMBER  PRODUCTS. 

The  United  States  is  the  largest  lumber-producing  nation 
in  the  world.  The  value  of  the  annual  production  exceeds  five 
hundred  million  dollars. 

In  those  districts  where  the  standing  timber  suitable  for 
manufacture  is  thin,  through  repeated  former  lumbering,  there 
is  a  movement  by  the  railroad  from  the  point  of  cutting  to 
the  mill.  This  is  also  true  in  the  case  of  woods  of  value  such 
as  walnut,  cherry  and  white  oak,  growing  in  small,  widely 
separated  areas. 

By  far  the  greater  part  of  the  lumber  producers  transport 
the  logs  from  forest  to  mill  either  by  water  or  light  railways, 
constructed  and  used  for  logging  purposes  only,  by  them- 
selves. 


72  AMERICAN  COMMERCE  ASSOCIATION 

The  movement  from  mill  to  market  for  direct  use  or  to 
other  mills  and  factories  for  further  manufacturing  is  the 
most  important  from  a  traffic  standpoint. 

The  forested  areas  in  the  east  are  usually  comparatively- 
near  the  points  of  direct  consumption  or  the  centers  of  further 
manufacturing.  Those  of  the  Southern,  Southwestern  and 
Pacific  States  are  at  considerable  distances  from  their  largest 
markets. 

Much  of  the  lumber  from  these  latter  localities  is  trans- 
ported by  water  to  consuming  points  on  or  near  tide  water. 
The  principal  movement  of  interest  to  the  railroads  is  that 
from  the  areas  last  named  to  interior  points,  and  this  is  very 
large  and  important. 

The  movement  of  ties  to  maintain  the  250,000  miles  of  line 
of  the  railroads  is  a  very  large  one,  as  well  as  the  mainten- 
ance of  hundreds  of  thousands  of  miles  of  the  pole  lines  of 
the  telegraph  and  telephone  companies. 

The  need  for  lumber  for  building  purposes,  furniture,  agri- 
cultural implements  and  vehicles,  cooperage,  boxes,  fencing, 
mining  operations,  ties,  poles,  and  in  a  long  list  of  manufactur- 
ing industries  is  very  large  in  the  aggregate  and  will  continue 
to  be  so  for  many  years.  Its  transportation  is  one  of  the  most 
important  to  the  railroads  and  water  carriers.  Note  plate 
below.  Map  No.  6  shows  the  value  of  the  annual  production 
of  forest  products  by  States.* 

average:  percentage  of  total  shipments 

20  3,0  40  5.0 


Bate  Xo.  ^ 


Products  ofHines 
Manufactured 
Products  of  Forests 
Products  of  Agriculture 
Merchandisa 
Products  of  Animals 
Miscellaneous  Products 

Sec.  7.    WHEAT  AND  FLOUR. 

The  annual  production  of  wheat  in  this  country  averages 
about  seven  hundred  million  bushels,  being  the  largest  pro- 
duction in  the  world. 


Map  No.  6  follows  page  70, 


Map  No.  7.    Wheat. 


Designed  and  compiled  for  The  American  Commerce  Asiociation  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  73 

Map  No.  7  shows  the  producing  areas  within  the  United 
States,  as  well  as  the  areas  of  maximum  production  and  non- 
production.* 

Speaking  very  generally  —  and  there  are  many  exceptions 
to  the  statement  —  in  the  areas  shown  on  the  map  as  "  Pro- 
ductive Areas  "  the  hauls  on  the  wheat  will  be  comparatively 
short,  the  distribution  being  largely  to  supply  local,  near-by, 
deficiencies ;  from  the  areas  shown  as  "  Maximum  Produc- 
tion "  the  movements  will  be  to  the  nonproductive  areas  of 
this  country  and  to  the  ocean  ports  for  export,  and  will  involve 
longer  hauls. 

Our  exports  of  wheat  vary  with  conditions  here  and  the 
productions  of  competing  foreign  countries,  the  most  impor- 
tant of  the  latter  being  Russia,  Argentina,  Australia,  India 
and  Hungary. 

Normally  our  exports  of  wheat  are  nearly  two  hundred 
million  bushels  annually.  For  last  year's  crop  they  will 
approach  three  hundred  million  bushels. 

The  marketing  of  a  large  part  of  the  crop  involves  two 
separate  transportation  services,  namely,  the  movement  of 
wheat  from  point  of  production  to  the  mill  for  conversion 
into  flour  or  other  grain  products,  and  the  movement  thence  to 
point  of  consumption. 

The  larger  part  of  the  northwest  wheat  is  milled  in  Minne- 
apolis, its  production  being  larger  than  that  of  any  other 
single  center  in  the  country.  Chicago  and  Buffalo  are  also 
great  milling  centers  by  reason  of  either  proximity  to  areas 
of  production  or  favorable  transportation  rates  and  transit 
privileges.  Milling,  however,  of  greater  or  less  extent  is  uni- 
versal throughout  the  wheat-producing  areas. 

The  movement  of  this  grain  and  its  products  is  very  large 
and  important  to  the  carriers. 

Sec.  8.    COTTON. 

The  annual  production  of  cotton,  offered  for  shipment, 
averages  about  seven  and  one-half  billion  pounds,  or  fifteen 
million  bales  of  five  hundred  pounds  weight.  The  production 
of  the  United  States  is  the  greatest  in  the  World. 

*  Map  No.  7  follows  page  72. 


74  AMERICAN  COMMERCE  ASSOCIATION 

In  preparing  the  raw  cotton  for  market  it  is  first  ginned  to 
separate  the  seed  from  the  fiber  and  compressed  into  bales 
weighing  approximately  five  hundred  pounds.  Much  of  it, 
intended  for  long  distance  shipment,  is  further  reduced  as  to 
size  of  bale  at  the  cotton  compress  plants  located  at  points 
of  distribution. 

The  most  important  cotton  manufacturing  mills  in  this 
country  are  located  in  the  Southeastern  and  New  England 
States.  A  large  part  of  the  movement  of  the  cotton  to  the 
New  England  market  is  by  rail  lines  to  Gulf  ports,  thence  by 
vessel  to  ocean  ports  and  from  the  latter  by  rail  to  mill.  The 
movement  from  gin  or  compress  to  southern  mills  is  by  rail. 

A  very  large  portion  of  the  cotton  crop  is  exported.  In 
1913  the  value  of  export  cotton  was  six  hundred  and  ten  mil- 
lion dollars.  The  movement  of  this  cotton  is  by  rail  to  gulf 
or  ocean  ports  and  thence  by  ocean  vessel. 

The  by-products  from  this  crop,  cotton  seed  oil  and  meal, 
are  important  articles  of  commerce,  being  used  in  combination 
with  other  products  in  many  food  preparations.  Map  No.  8 
shows  the  areas  of  production,  maximum  production  and  non- 
production.* 

Sec.  9.    BUTTER  AND  CHEESE. 

The  annual  value  of  milk  products  is  one  hundred  and 
seventy  million  dollars.  These  products  include  condensed 
and  evaporated  milk,  butter  and  cheese.  The  transportation 
of  butter  and  milk  requires  special  service  and  car  equipment ; 
the  canned  milk  and  cheese  move  under  the  same  conditions 
as  general  merchandise. 

Wisconsin  is  the  greatest  producer,  with  New  York  follow- 
ing closely.  The  industry  is  widely  distributed  over  the  New 
England  and  Central  States.  Map  No.  9,  showing  the  number 
of  dairy  cows  on  farms  by  States,  indicates  the  distribution  of 
the  production.* 

Sec.  10.    CORN  AND  MAIZE. 

The  annual  production  of  corn  in  the  United  States  exceeds 
in  value  that  of  any  other  crop.    Map  No.  10  shows  the  limits 

*  Maps  Nos.  8  and  9  follow  pages  72  and  60. 


Map  No.  10.    Corn. 


l)e£3gned  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


[}} 


TRAFFIC  GEOGRAPHY  75 

of  the  producing  area  and  that  of  maximum  production,*  The 
total  annual  production  averages  two  thousand  five  hundred 
million  bushels. 

The  greater  part  of  the  crop  is  used  in  fattening  cattle  and 
swine  for  meat  production,  its  content  of  fat-producing  ele- 
ments being  very  high.  Much  of  this  corn  is  fed  at  the  point 
of  production,  the  transportation  feature  being  that  of  the 
fattened  cattle  to  the  packing  centers  rather  than  of  the  corn 
itself. 

A  large  portion  of  the  crop  is  used  in  the  distillery  industry 
in  the  production  of  whisky  and  high  wines.  Many  of  these 
distilleries  are  located  at  or  near  Peoria,  which  is  the  largest 
distillery  point  in  the  country.  There  is  a  wide  distribution 
over  the  Central  States  of  this  industry,  however,  as  well  as  in 
Kentucky  and  Tennessee. 

In  the  Southern  States  corn  is  used  more  for  bread  than  in 
the  North.  It  enters  largely  into  the  preparation  of  many  of 
the  breakfast  and  other  grain  foods. 

The  manufactured  corn  products  make  a  long  list,  including 
glucose,  starch,  syrups  and  oils.  The  principal  points  of  pro- 
duction are  Chicago  and  Peoria. 

The  exports  of  corn  have  not  heretofore  been  important, 
comparatively. 

It  will  be  seen  from  the  foregoing  that  the  transportation 
of  the  corn  crop  itself  is  not  as  important  as  some  other  crops, 
although  it  is  much  larger  than  any  of  them,  both  in  quantity 
and  value.  Considered  as  the  basis  of  the  meat-packing  indus- 
try it  is  a  very  important  item  of  traffic. 

The  hauls  involved  in  the  movement  of  the  crop  are  usually 
short,  as  compared  with  either  wheat  or  cotton. 

Sec.  11.     OATS,  RYE,  BARLEY  AND  RICE. 

The  production  of  oats  is  more  widely  distributed  than  that 
of  any  other  grain,  as  an  inspection  of  Map  No.  11  will  show.* 
This  grain  is  a  universal  feed  for  draft  animals  —  horses  and 
mules,  and  the  greater  part  of  the  crop  is  consumed  for  this 
purpose.  It  has  become  a  very  important  item  of  human  food, 
although  the  amount  so  consumed  is  relatively  small. 

•  Maps  Nos.  10  and  11  follow  pages  73  and  74. 


76  AMERICAN  COMMERCE  ASSOCIATION 

Owing  to  the  wide  distribution  of  its  production  its  trans- 
portation is  comparatively  unimportant  and  generally  local  in 
character. 

Rye  and  barley  are  produced  in  the  northern  tier  of  States 
east  of  the  Great  Plains.  The  production  is  relatively  small, 
and  is  used  to  a  greater  extent  by  the  distilling  and  malting 
interests  than  any  other. 

Rice  is  raised  in  all  of  the  states  bordering  on  the  Gulf  of 
Mexico  and  in  South  Carolina.  It  is  distributed  all  over  the 
country,  but  the  production  is  comparatively  small. 

An  inspection  of  Map  No.  16  will  show  in  detail  the  States 
in  which  these  three  latter  grains  are  produced.* 

Sec.  12.    COAL  AND  COAL  PRODUCTS. 

As  to  tonnage  and  revenue  production  coal  is  the  most 
important  single  item  of  commerce  to  the  railroads  as  a  whole. 
It  also  affects  the  economy  of  railroad  operation  to  a  marked 
extent. 

The  total  annual  production  of  anthracite,  bituminous  and 
sub-bituminous  coal  in  the  United  States  is  six  hundred  million 
tons.  Map  No.  12  shows  the  coal-mining  fields  of  the  United 
States,t  Plate  No.  3  the  annual  production  by  the  principal 
producing  States,$  and  Plate  No.  6  the  value  of  coal  mined. § 
An  examination  of  this  data  in  connection  with  Map  No.  13, 
showing  the  annual  value  of  manufacturing  products,t  will 
show  clearly  that  the  great  manufacturing  States  are  identical 
or  in  proximity  to  the  coal-producing  States,  with  the  excep- 
tion of  Massachusetts,  whose  lack  of  cheap  fuel  is  offset  by 
abundant  water  power,  as  explained  in  Chapter  4. 

The  distribution  of  coal  for  domestic  use  is  as  wide  as  the 
distribution  of  population ;  for  railroad  use,  and  railroads  are 
one  of  the  important  consumers,  almost  as  extensive  as  that 
of  the  railroad  systems  themselves,  the  exceptions  being  in  the 
far  West  and  Southwest  sections  where  crude  petroleum  is 
substituted  for  coal  as  fuel ;  for  water-borne  commerce  as  wide 
as  the  separation  of  ocean,  gulf  and  lake  ports  demand;  for 
industrial  use  as  diverse  as  the  location  of  the  sources  of  raw 
material,  needful  in  manufacturing  and  smelting,  require. 

•  Map  No.  16  follows  page  82.  t  Plate  No.  3  follows  page  68. 

t  Maps  Nos.  12  and  13  follow  pages  §  Plate  No.  6,  page  106. 

76  and  78. 


Map  No.  12.     Coal  Mining  Fields. 


Desigiitd  and  comf.i'.ed  ior  The  American  C:r.iKc;ce  Association  by  Mark  Wyrnond,  C.E. 


TRAFFIC  GEOGRAPHY  77 

The  largest  single  manufacturing  consumer  of  coal  is  the 
iron  and  steel  industry.  The  haul  on  coke  from  the  Pennsyl- 
vania coal-fields  to  the  furnaces  and  steel  mills  of  the  Calumet 
district  and  Gary,  Ind.,  is  about  five  hundred  miles ;  to  the 
Mahoning  valley  and  Pittsburgh  iron  and  steel  manufacturing 
districts  not  in  excess  of  one  hundred  miles;  in  the  Birming- 
ham district  from  coke  oven  to  furnace,  less  than  one  hundred 
miles. 

There  is  an  annual  exportation  of  coal  amounting  to  sixty 
millions  of  dollars.  On  this  and  the  coal  for  ocean-going 
vessels  there  is  a  haul  of  approximately  three  hundred  miles 
from  the  coal-fields  of  West  Virginia  and  Pennsylvania  to 
ocean  ports.  The  hauls  on  coal  to  the  important  lake  ports 
do  not  exceed  two  hundred  miles. 

Owing  to  the  extensive  distribution  of  workable  coal 
deposits,  the  extreme  hauls  on  coal  need  rarely  exceed  five 
hundred  miles  for  either  manufacturing,  transportation  or 
domestic  use,  except  as  to  the  Southwest  and  the  extreme 
southern  Pacific  coast.  To  conserve  their  revenue  and  for 
other  good  traffic  reasons,  individual  roads  transport  fuel 
greater  distances  when  circumstances  require. 

In  this  connection  it  should  be  remembered  that  the  impor- 
tance of  any  particular  item  of  commerce  from  a  traffic  stand- 
point depends  on  the  two  factors  of  tonnage  and  distance  of 
transportation. 

Sec.  13.     COPPER  AND  OTHER  ORES.* 

The  shipments  of  the  ores  of  copper  and  the  precious  metals 
are  large  in  the  aggregate,  but  the  hauls  are  usually  not  great, 
as  the  smelters  are  located  with  reference  to  the  points  of  ore 
production. 

The  haul  on  the  fuel  and  fluxing  material  required  for 
smelting  is  the  more  important  in  this  industry,  and  on  these 
the  hauls  are  usually  long,  as  the  areas  producing  such  ores 
are  rarely  coincident  with  coal-producing  areas. 

The  transportation  of  the  furnace  products  while  large  in 
value  is  not  so  in  tonnage,  and  is  of  little  importance  com- 
paratively from  a  traffic  standpoint. 

*  See  Plate  No.  6,  page  106,  for  value  of  copper  mined. 


78  AMERICAN  COMMERCE  ASSOCIATION 

The  greatest  production  of  copper  is  in  upper  Michigan, 
Montana  and  Arizona;  of  the  precious  metals  in  the  States 
within  and  west  of  the  Rocky  mountain  regions,  except  as  to 
the  Black  Hills  of  South  Dakota. 

Plate  No.  3  shows  value  of  the  annual  production  of  these 
minerals  by  States  ;*  it  should  be  consulted  in  this  connection. 

Sec.  14.     MANUFACTURED  PRODUCTS. 

The  United  States  is  the  greatest  manufacturing  nation  of 
the  World.  Plate  No.  2,  showing  the  value  of  the  annual  pro- 
duction of  the  principal  industries, f  gives  not  only  the  absolute 
values  of  the  thirty-five  leading  industries,  but  graphically  the 
relative  value  of  any  industry  as  compared  with  any  other. 
Map  No.  13  shows  the  values  of  manufactured  products  by 
States.^  This  data  should  be  studied  closely  in  connection  with 
Map  No.  16  showing  the  natural  resources  of  the  country, §  in 
order  to  get  a  clear  idea  of  the  relation  that  exists  between 
sources  of  raw  material  and  finished  products.  It  is  in  the 
combining  of  many  raw  materials  into  many  more  finished 
articles  required  for  civilized  life  that  makes  commerce,  and 
transportation  is  the  agent  through  which  such  combinations 
are  effected. 

Sec.  15.     GENERAL. 

It  is  not  possible  within  the  limits  of  a  chapter  to  discuss 
all  of  the  products  of  commerce;  neither  is  it  necessary  or 
desirable.  What  is  required  is  a  general  survey  of  the  leading 
articles. 

In  the  foregoing  discussion  only  the  three  most  impo'-tant 
productions  of  mines  have  been  discussed.  Map  No.  14,  show- 
ing the  total  value  of  the  annual  product  of  mines  by  States, 
and  Plate  No.  3,  showing  the  value  of  ten  leading  minerals  by 
States,*  will  be  found  instructive,  and  are  inserted  in  the  text 
in  lieu  of  detailed  description. 

*  Plate  No.  3  follows  page  68.  t  Maps  Nos.  13  and  14  follow  pages  78  and  76. 

t  Plate  No.  2  on  page  66.  §  Map  No.  16  follows  page  82. 


Map  No.  13. 

Value  of  Products  of  Manufacturing 

(by  States). 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  AV.vmond,  C.E. 


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CHAPTER  VI. 


Factors  Developing  the  Traffic  Flow 

Sec.    1.    Distribution  of  Population. 

Sec.    2.     Distribution  of  Natural  Resources. 

Sec.    3.    Factors  Controlling  the  Location  of  Indus- 
tries, 

Sec.    4.    The  Leading  Commercial  Centers. 

Sec.    5.     Relation    of    Industry    and    Commerce    to 
Railroads. 

Sec.    6.    Percentage   of   Products    of   Industry  and 
Commerce  Shipped. 

Sec.     7.    Movements  of  the  Various  Products  of 
Industry  and  Commerce. 

Sec.    8.     Conditions   Affecting   Transportation 
Service. 

Sec.    9.    Climatic  and  Natural  Conditions  as 
Factors. 


(79) 


Map  No.  15. 
Population    Per    Square    Mile    (by    States). 


Designed  and  compiled  for  The  American  Comnierce  Association  by  Mark  AVymond,  C.E 


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■-       '  '  '     -       I f 


CHAPTER  VI. 


Factors  Developing  the  Traffic  Flow 

Sec.  1.    DISTRIBUTION  OF  POPULATION. 

The  location  of  the  various  markets  to  and  between  which 
the  larger  percentage  of  the  shipments  of  the  country  are  mov- 
ing can  readily  be  determined  from  Map  No.  15,  showing  the 
density  of  population.*  It  is  apparent  that  the  Official  Classi- 
fication Territoryt  is  the  center  of  the  greatest  commercial 
activity,  the  Southern  Classification  Territoryf  being  next  in 
importance,  and  finally  the  Western  Classification  Territory. f 
It  should  be  noted  that  the  great  commercial  centers  are 
generally  located  at  points  where  advantage  is  had  of  both 
rail  and  water  transportation. 

The  distribution  of  population,  because  of  commercial, 
transportation  and  industrial  conditions,  as  well  as  the  various 
social  factors,  has  a  direct  influence  on  the  traffic  flows  of  the 
different  commodities  required  to  meet  man's  needs  and  supply 
the  raw  materials  used  in  the  various  industries  located  at  the 
commercial  centers. 

The  Increase  in  our  population  is  about  twenty-two  per  cent 
in  a  decade.  We  are  now  consuming  about  ninety-two  per  cent 
of  everything  which  we  produce,  and  sending  only  about  eight 
per  cent  of  our  products  to  foreign  markets.  Our  production 
being  greater  than  our  consumption,  it  is  therefore  obvious 
that  we  must  find  other  markets  for  our  goods.  As  the  great- 
est manufacturing  nation  in  the  World,  we  should  have  larger 
foreign  trade,  which  no  doubt  will  come,  now  that  our  internal 
or  home  development  has  progressed  satisfactorily.  There 
are  unusual  chances  just  now  for  competent  traffic  men  to 
develop  foreign  markets  for  our  goods. 

*  Map  No.  15  follows  page  80.  t  See  Map  No.  17  following  page  168. 

(81) 


82  AMERICAN  COMMERCE  ASSOCIATION 

Sec.  2.    DISTRIBUTION   OF   NATURAL  RESOURCES. 

The  United  States  is  divided  into  six  natural  productive 
sections  as  indicated  on  Map  No.  16.* 

In  each  of  these  sections  there  are  certain  fundamental 
industries.  New  England  is  characterized  by  dairying,  small 
farming,  a  limited  supply  of  lumber  in  its  northern  portion  and 
quarries  of  granite ;  the  northern  portion  of  the  Central  States 
h?s  grain,  forage  crops,  dairying,  iron  ore,  copper,  lumber; 
the  southern  portion  corn,  grain,  forage  crops,  cattle,  coal  and 
petroleum;  the  Southern  States  cotton,  tobacco,  rice,  horses, 
mules,  coal,  iron,  phosphate  rock,  petroleum,  marble,  granite 
and  lumber;  the  Intermountain  States  range  cattle,  sheep, 
wool,  copper  and  precious  metals  with  some  lumber  in  the 
extreme  northern  portion;  the  Pacific  States  have  grain, 
fruits,  lumber,  precious  metals,  petroleum  and  some  coal. 

Not  one  of  these  sections  has  all  or  a  sufficiency  of  every- 
thing that  would  make  it  independent  of  the  resources  of  the 
other. 

New  England  is  deficient  in  all  agricultural  products  and 
cattle,  in  much  lumber,  in  domestic  fuel  and  other  minerals. 
The  water  power  and  abundant  cheap  labor  available  allow  her 
to  manufacture  economically,  and  the  products  of  manufacture 
and  of  quarries  are  exchanged  for  the  cotton,  hides,  coal, 
minerals,  lumber  and  other  raw  materials  for  her  mills  and 
factories  and  for  the  food  and  fuel  for  her  people,  all  of  which 
are  the  resources  of  other  sections. 

The  Northern  Central  States  are  deficient  in  coal,  in  corn 
for  fattening  cattle,  in  cotton  for  clothing,  tobacco,  rice,  manu- 
factured articles,  etc.  They  exchange  grain,  dairy  products, 
iron  ore,  copper  and  lumber  with  the  sections  which  produce 
their  requirements. 

The  South  Central  States,  while  more  nearly  independent 
than  any  other  section,  require  cotton,  wool,  more  lumber  than 
they  produce,  copper  and  many  products  of  manufacture  pro- 
duced more  economically  in  other  sections.  Their  grain,  coal, 
cattle  and  manufactured  articles  are  shipped  to  other  sections 
to  pay  for  these  commodities. 

*  Map  No.  16  followB  this  page. 


Map  No.  16.    Natural  Resources, 


NATURAL 


Designed  aiid  compiled  ior  Tlie  American  Commerce  Association  by  Mark  ^^■ymond,  C.E. 


\\ 


\ 


TRAFFIC  GEOGRAPHY  83 

The  Southern  States  need  grain,  and  corn  for  their  cattle 
and  swine.  They  also  need  copper,  wool  and  manufactured 
goods.  In  exchange  for  these  they  sell  and  ship  cotton, 
tobacco,  sugar,  rice,  horses,  mules  and  lumber. 

The  Inter-Mountain  States  are  deficient  in  nearly  all  crop, 
lumber,  mineral  and  manufactured  products.  Their  range 
cattle,  sheep,  wool,  copper  and  precious  metals  pay  for  these 
and  are  moved  to  other  sections  for  further  manufacture  or 
consumption. 

The  grain,  fruit,  lumber  and  precious  metals  of  the  Pacific 
coast  are  moved  long  distances  east  to  pay  for  the  coal,  iron, 
textiles,  manufactures  and  other  productions  of  the  Eastern 
sections. 

It  is  this  interchange  which  constitutes  commerce,  and 
transportation  systems  are  the  arteries  through  which  it  flows. 
Physiographical  conditions,  causing  variations  in  the  produc- 
tive areas,  are  responsible  for  this  interchange. 

Sec.  3.     FACTORS    CONTROLLING    THE    LOCATION 
OF  INDUSTRIES. 

The  location  of  industries  is  controlled  by  seven  important 
factors : 

1.     Raw  material;   amount  of,  and  location. 

.     2.     Markets ;  distance  to,  and  transportation  facilities  avail- 
able. 

3.  Fuel  or  power ;  cheap  coal  or  water  power  near  by,  or 
electric  current  through  transmission  lines. 

4.  Climate  and  temperature;  aflfecting  the  efficiency  of 
labor  or  the  movement  of  raw  materials  and  products. 

5.  Labor  supply;  amount,  quality  and  laws  restricting  or 
affecting  it. 

6.  Capital ;  for  promotion,  development  and  marketing. 

7.  Early  industrial  development. 

The  first  four  are  physical  factors,  which  may  not  be 
altered.  Labor  and  capital  eventually  are  attracted  to  loca- 
tions where  the  first  four  conditions  are  favorable.  Early 
development  is  more  difficult  to  alter. 


84  AMERICAN  COMMERCE  ASSOCIATION 

The  nature  of  the  industry  will  often  determine  which 
factor  or  set  of  factors  will  control  its  location. 

In  the  manufacture  of  pig  iron  three  raw  materials  are  most 
important:  iron  ore,  coke  and  limestone,  used  for  fluxing.  It 
seldom  happens  that  these  three  materials  are  found  in  the 
same  locality,  the  Birmingham  district  being  the  single  excep- 
tion. The  point  to  which  these  three  materials  may  be  trans- 
ported at  the  least  cost  will  be  the  location  of  the  industry, 
because  their  aggregate  tonnage  is  about  five  times  the  tonnage 
of  production.. 

The  first  production  of  iron  in  an  important  way  occurred 
in  western  Pennsylvania  because  the  conditions  named  were 
more  nearly  met  in  that  locality,  at  that  time,  than  in  any  other. 
However,  the  same  interests  which  own  these  furnaces  in 
western  Pennsylvania,  when  compelled  to  increase  their  pro- 
duction, located  their  new  furnaces  in  northern  Indiana  on  the 
south  shore  of  Lake  Michigan.  This  change  in  location 
resulted  from  the  development  that  had  occurred  in  the  coun- 
try's resources  and  transportation  facilities  between  the  time 
of  the  beginning  of  the  iron  industry,  and  the  time  the 
increased  facilities  were  demanded.  The  ore-fields  of  Minne- 
sota and  Michigan,  almost  adjoining  the  shores  of  the  Great 
Lakes,  had  been  developed  so  that  the  cost  of  mining  and 
transporting  ore  was  cheaper  there  than  at  any  point  in  the 
country.  Chicago  and  the  Central  States  had  developed  won- 
derfully, and  many  manufacturing  interests  using  iron  and 
steel  largely  had  grown  up  therein.  In  spite  of  the  fact  that 
coke  for  the  furnaces  must  be  hauled  long  distances  the  cost 
of  producing  and  marketing  the  products  was  less  at  a  point 
five  hundred  miles  west  than  at  the  point  where  the  industry 
was  started.  It  is  to  be  noted  that  this  location  is  based  on 
proximity  of  raw  material,  markets  and  transportation  facili- 
ties. Further,  that  western  Pennsylvania  will  continue  to  be 
a  great  iron-producing  district  for  many  years,  which  is  an 
example  of  the  factor  of  early  industrial  development. 

The  finished  product  of  the  furnace  is  the  raw  material  of 
the  steel  mills,  foundries  and  many  industries  which  grow  up 
around  this  fundamental  industry. 


Map  No.  8.     Cotton. 


esigned  and  comjjiled  for  The  Amtrican  Commerce  Association  by  Mark  Wymond,  C.E 


UHW' 


Jt-itUi^' 


TRAFFIC  GEOGRAPHY  85 

The  lumber  industry  is  an  example  of  a  class  whose  loca- 
tion depends  entirely  on  the  source  of  raw  material.  The 
mills  must  be  located  in  the  forested  areas  (there  are  some 
unimportant  exceptions  to  this)  as  the  transportation  charges 
on  logs,  except  on  woods  of  value,  would  exceed  the  value  of 
the  sawed  product  —  the  waste  in  slabs,  sawdust  and  defec- 
tive lumber  being  a  very  high  percentage  of  the  whole.  If  the 
distance  from  mill  to  market  is  too  great  the  lumbering  will 
be  unprofitable,  and  there  will  be  no  production. 

An  interesting  example  of  the  effect  of  the  cost  of  trans- 
portation on  an  industry  is  furnished  in  that  of  the  lumber 
industry  of  California,  Oregon  and  Washington.  In  its  early 
development  this  industry  was  confined  to  areas  near  water 
courses  or  the  ocean,  the  entire  product  moving  by  ocean 
vessel  to  Atlantic  ports,  the  distance  by  rail  to  interior  points 
making  the  freight  rate  so  high  that  the  lumber  could  not  sell 
in  the  interior  in  competition  with  lumber  produced  in  less 
distant  localities. 

The  movement  of  traffic  on  the  trans-continental  railroads 
was  practically  all  west-bound,  the  east-bound  trains  being 
composed  largely  of  empty  cars  returning.  To  develop  an 
east-bound  traffic  the  carriers  reduced  the  rates  on  lumber 
to  the  extent  of  allowing  the  western  lumbermen  to  compete 
for  the  business  of  interior  points,  thus  vastly  increasing  the 
production. 

It  should  be  remembered  in  this  connection  that  large 
areas  of  the  finest  timber  exist  in  the  Appalachian  regions 
to-day  which  can  not  be  marketed  for  lack  of  transportation. 

The  textile  and  leather  industries  of  New  England  were 
developed  at  an  early  date,  before  coal  was  available,  on 
account  of  the  existence  of  the  water-power  sites  which  could 
be  developed  at  low  costs.  In  spite  of  its  distance  from  the 
cotton-fields  of  the  South  and  other  sources  of  raw  materials 
required,  it  retains  the  lead  in  the  production  of  textiles.  This 
is  an  example  of  the  factor  of  early  development. 

Chicago,  Detroit,  Cleveland  and  Buffalo  owe  their  position 
as  leading  industrial  centers  to  the  fact  that  they  are  close  to 


86  AMERICAN  COMMERCE  ASSOCIATION 

centers  of  such  raw  materials  as  grain,  cattle,  lumber  and 
minerals;  that  they  have  cheap  water  transportation  and 
the  best  of  rail  transportation ;  they  are  close  to  an  enormous 
and  cheap  fuel  supply,  with  a  favorable  climate,  large  labor 
resources,  and  abundant  capital,  and  their  home  or  near-by 
market  is  very  large  in  addition. 

Minneapolis,  because  of  Its  proximity  to  grain  supply  and 
water  power;  Kansas  City  and  Omaha  because  of  being  on 
the  eastern  edge  of  the  great  cattle  range  country;  St.  Louis 
on  account  of  cheap  fuel,  raw  material  and  relative  short  dis- 
tance to  the  Southwest  market,  are  all  industrially  important. 
It  is  to  be  remembered  that  the  fundamental  industries  based 
on  iron,  grain,  cattle  and  lumber  draw  many  subsidiary'  indus- 
tries based  in  turn  upon  them. 

What  has  been  said  in  this  section  applies  to  districts  and 
cities  as  Industrial  or  Manufacturing  Centers.  The  discussion 
in  the  following  section  applies  to  important  commercial 
cities  or  points  of  Distribution  of  the  Products  of  Industries. 
It  often  happens  that  a  city  is  important  both  as  an  industrial 
and  distributing  center. 

Sec.  4.    THE  LEADING  COMMERCIAL  CENTERS. 

The  principal  commodities  of  commerce  move  in  carloads, 
the  raw  materials  are  transported  to  the  factories  and  mills, 
and  the  finished  products  from  our  manufacturing  industries 
are  shipped  to  the  great  distribution  centers.  The  food  prod- 
ucts move  from  the  sources  of  supply  to  the  great  centers  of 
population.  The  main  channels  of  traffic  are  broken  up  into 
smaller  or  secondar\'  channels,  which  carrv  the  traffic  of  the 
country'  from  the  wholesalers,  jobbers  and  warehouses,  to 
the  retailers,  from  where  the  products  are  distributed  to  the 
consumer.  The  volume  of  the  various  products  of  commerce 
van.'  with  the  requirements  of  the  people,  the  changing  sea- 
sons, and  social  conditions. 

The  commerce  of  any  trade  center  is  divided  naturally 
into  three  classes:  (I)  The  commodities  which  are  produced 
in  the  trade  center  and  shipped  to  various  markets;    (2)  the 


Mao  No.  11.     Oats. 


t, 


Designed  and  compiled  fox  The  American  Commerce  Association  by  Mark  W3'mond,  C.E. 


TRAFFIC  GEOGRAPHY  87 

products  which  are  brought  from  sources  of  supply  to  trade 
centers  for  consumption;  and  (3)  those  commodities  which 
are  brought  to  the  trade  centers  to  be  distributed  to  other 
markets  and  trade  centers. 

The  prosperity  of  the  various  trade  centers  of  the  country 
depends  (1)  upon  freight  rates  that  will  enable  various  sections 
of  the  country  to  freely  exchange  goods  one  with  the  other, 
at  a  profit,  as  well  as  a  profit  to  the  transportation  company, 
and  (2)  necessary  transportation  facilities  for  carrying  goods 
between  points  of  production  and  consumption. 

The  first  great  centers  of  distribution  were,  naturally, 
developed  along  the  Atlantic  seaboard,  the  early  centers  of 
population  being  located  there.  As  the  railroads  were  con- 
structed connecting  these  centers  with  points  in  the  interior, 
following  the  movement  of  population  westward,  distribution 
centers  became  more  numerous.  It  will  be  found  that  the  rate 
structures  of  New  England  were  designed  to  influence  the 
movement  of  shipments  of  raw  materials  to  the  various  pro- 
ducing centers,  and  the  distribution  of  manufactured  products 
to  the  various  points  of  consumption,  thus  creating  traffic 
flows  in  certain  directions. 

The  Great  Lakes  waterway  has  made  Buffalo  the  greatest 
eastern  lake  port  for  the  trans-shipment  of  lumber,  grain,  ore, 
coal  and  manufactured  goods.  This  is  due  to  the  advantages 
of  both  water  and  rail  transportation.  Buffalo  probably  enjoys 
comparatively  the  lowest  freight  charges  on  food  stuffs  of 
any  city  in  the  country.  Because  of  the  large  grain  shipments, 
Buffalo  has  become  a  very  important  flour-milling  center. 
As  soon  as  the  natural  conditions  controlling  transportation 
at  Buffalo  were  understood,  its  commerce  grew  rapidly  and 
its  population  increased  steadily. 

Perhaps  the  trafiic  center  of  greatest  tonnage  in  the  world 
is  Pittsburgh.  It  is  located  at  the  junction  of  three  rivers, 
which,  with  its  railroad  transportation  facilities  and  large 
supplies  of  coal  and  coke,  make  it  a  gateway  through  which 
passes  a  tonnage  claimed  to  be  larger  than  that  of  London, 
New  York,  Liverpool,  Antwerp  and  Hamburg  combined. 

For  a  dozen  years  the  Trunk  Line  roads  fought  vigorously 


88  AMERICAN  COMMERCE  ASSOCIATION 

for  traffic  between  Chicag-o  and  St.  Louis  and  the  North 
Atlantic  seaboard.  In  some  cases  the  freight  rates  made  were 
lower  than  those  applying  to  and  from  Pittsburgh  and  the 
seaboard.  This  condition,  of  course,  greatly  affected  the  com- 
merce of  Pittsburgh,  and  resulted  in  a  rate  adjustment  case 
before  the  Interstate  Commerce  Commission,  and  after  this 
case  was  settled  Pittsburgh  enjoyed  freight  rate  advantages, 
on  account  of  geographical  location,  which  enabled  its  prod- 
ucts to  move  freely. 

It  must  be  understood  that  the  freight  rate  or  transporta- 
tion charge  has  a  very  direct  and  decided  bearing  upon  the 
movement  of  the  products  of  commerce.  The  manufacturers 
at  Chicago,  Cincinnati,  Louisville  and  St.  Louis  are  greatly 
affected  by  the  freight  rates  applied  in  the  Southeastern  Terri- 
tory. Western  shippers  claim  that  Richmond,  Baltimore, 
Philadelphia  and  New  York,  on  account  of  lower  freight  rates, 
practically  eliminate  them  from  this  large  market.  The  car- 
riers claim,  if  they  advance  rates  from  the  eastern  cities  to 
the  southern  markets,  the  traffic  would  move  by  water;  and 
if  the  rates  from  the  western  cities  to  the  southeastern  mar- 
kets are  reduced,  the  rates  now  being  on  a  low  basis,  there 
would  not  be  sufficient  revenue  produced  by  the  probable 
increase  of  tonnage  to  sustain  the  traffic,  let  alone  to  pay 
reasonable  dividends  on  the  capital  invested  in  their  prop- 
erties. 

An  analysis  of  the  tonnage  to  the  Southeast  shows  that 
much  of  the  traffic  of  the  East  thereto  consists  of  textiles, 
boots  and  shoes,  machinery  and  manufactured  articles  of 
cotton,  wool  and  metals,  which  are  produced  almost  exclu- 
sively in  the  New  England  district.  The  products  from  the 
central  western  cities  consist  of  grain,  packing-house  products, 
agricultural  implements,  boots  and  shoes,  vehicles,  machinery 
and  manufactured  food  and  cereal  products.  It  follows,  there- 
fore, that  the  movement  of  traffic  to  the  southeastern  section 
of  the  country  is  controlled  almost  entirely  by  physical  con- 
ditions in  the  Southeast,  and  geographical  conditions  in  the 
North. 

Cleveland  is  a  trade  center  for  groceries,  hardware,  dry 


Map  No.  14. 
Value  of  Products  of  Mines  and  Quarries. 


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VALUE  OF   PRODUCTS  OF 
MINES  AND  QUARRIES 

•  $10,000,000  AND  OVER 

■  $7,500,000  TO  $10,000,000 

3  $5,000,000  TO  $7,500,000 

®  $2,500,000  TO  $5,000,000 

0  LESS  THAN  $2,500,000 


Designed  and  comr.iled  for  Tb.o  American  Coniuierce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  89 

goods,  and  many  of  the  great  staples.  Low  freight  rates  via 
lake,  and  lake  and  rail,  permit  competition  in  the  markets  of 
Chicago,  Detroit,  Cincinnati,  Indianapolis,  Buffalo,  Pittsburgh, 
and  Columbus. 

Cincinnati  is  a  traffic  center  for  the  flow  of  pig  iron  from 
southern  furnaces,  lumber  from  the  forests  of  the  South,  and 
whisky  from  the  southern  stills.  Machinery  is  manufactured 
in  large  quantities  in  and  about  Cincinnati  and  shipped  to 
various  markets.  Geographical  location  aids  Cincinnati  to 
compete  in  many  of  the  markets  of  the  United  States.  It  is 
claimed  that  some  freight  rates  made  on  the  basis  of  water 
competition  permit  Cincinnati  to  ship  at  a  great  advantage 
into  markets  several  hundred  miles  distant. 

Louisville  is  located  at  a  point  where  the  traffic  flows  from 
the  North,  South  and  the  Southeast  meet.  It  is,  therefore,  a 
natural  trans-shipment  point  for  the  products  moving  from 
one  region  to  the  other.  This  is  a  great  gateway  through 
which  moves  large  shipments  of  lumber,  whisky,  tobacco, 
agricultural  implements,  wagons  and  pig  iron  from  south- 
eastern furnaces.  These  commodities  form  an  important  part 
of  its  commerce. 

Chicago  is  the  midway  traffic  center  through  which  flows 
the  eastern  and  western  shipments.  Chicago  competes  with 
St.  Louis,  Kansas  City  and  Omaha  as  a  grain  and  live  stock 
market,  and  as  a  distributing  center  of  grain  products,  pack- 
ing-house products  and  manufactured  goods.  It  is  the  center 
of  the  great  lumber  industry,  on  account  of  the  large  lumber 
supply  in  adjacent  States.  It  is  also  a  central  market  for  coal. 
Its  thousands  of  factories  produce  almost  everything  manu- 
factured from  iron,  steel  or  lumber.  Chicago  is  the  World's 
greatest  packing-house  center  and  cattle  and  horse  market. 
Chicago  leads  the  World  in  the  production  of  agricultural 
implements.  Very  little  attention  up  to  now  has  been  given 
to  the  manufacture  of  cotton  and  woolen  goods  and  some 
types  of  machinery.  Trade  rivalry  between  Chicago  and  St. 
Louis  is  keen,  but  differentials  in  rates  have  reduced  the  com- 
petition between  the  cities  for  the  trade  of  western  markets  to 
the  amount  of  the  difference  in  freight  rates.    St.  Louis  has 


90  AMERICAN  COMMERCE  ASSOCIATION 

the  advantage  over  Chicago  into  the  southwestern  markets, 
on  account  of  lower  freight  rates  thereto,  while  Chicago,  on 
traffic  to  the  East,  enjoys  the  advantage. 

The  flow  of  traffic  through  and  from  the  cities  of  St.  Louis 
and  Kansas  City  to  the  Southwest  is  of  much  the  same  kind 
as  Chicago,  but  St.  Louis  and  Kansas  City  are  on  a  parity 
w^ith  each  other,  because  the  freight  rate  structure  has  placed 
these  cities  on  the  same  distribution  basis. 

Kansas  City  is  on  the  eastern  boundary  of  the  great 
grazing  and  grain  region  and  on  the  western  frontier  of  the 
great  manufacturing  section  of  the  United  States.  It  is  a  very- 
important  live  stock  and  grain  market,  and  a  distribution 
center  of  packing-house  and  grain  products. 

Minneapolis  and  St.  Paul  owe  their  growth  to  the  fact  that 
they  are  the  last,  or  most  northerly,  important  trade  centers 
on  the  Alississippi  river.  A  large  amount  of  commerce 
between  St.  Paul  and  St.  Louis  is  carried  by  water  transpor- 
tation. The  freight  rates  have  been  so  adjusted  that  St.  Paul 
and  Alinneapolis  are  the  distributing  and  jobbing  centers  for 
the  Northwest.  The  commerce  of  Minneapolis  consists 
mostly  of  grain  and  flour. 

On  account  of  water  transportation  between  Duluth  and 
Buflfalo,  low  freight  rates  prevail,  and  this  has  made  Buffalo 
a  competitor  with  jNIinneapolis  in  the  flour-milling  industry. 

On  account  of  certain  commercial  and  physical  conditions, 
rate  groups  have  sprung  up  in  various  sections  of  the  country. 
These  groups  contain  jobbing  centers  from  which  distribution 
is  made,  of  the  various  commodities,  to  the  adjacent  smaller 
points.  In  the  southwestern  and  western  country  there  are 
the  Texas  common  points,  Arkansas  common  points,  Colorado 
common  points,  the  Utah  common  points,  Montana  common 
points,  Spokane  and  common  points.  Northern  Pacific  coast 
terminals  and  the  California  terminals. 

Sec.  5.    RELATION  OF  INDUSTRY  AND  COMMERCE 
TO  RAILROADS. 

There  is  a  very  intimate  relationship  betv;een  the  railroads 
in  any  section  of  the  country  and  the  products  of  commerce 


TRAFFIC  GEOGRAPHY  91 

of  that  section.  Accordingly,  the  United  States  is  divided, 
from  the  viewpoint  of  transportation,  into  several  sections, 
each  served  by  a  group  of  railroads.  The  New^  England  States 
furnish  us  -with,  a  large  number  of  high-grade  manufactured 
articles.  The  New  England  group  of  railroads  is  characterized 
by  handling  a  different  kind  of  freight  than  that  which  is 
transported  by  many  of  the  other  groups  of  railroads  in  the 
United  States.  In  order  to  meet  the  demands  of  the  many 
manufacturing  industries  it  is  necessary  that  there  shall  be 
more  of  a  certain  kind  of  car  equipment,  and  many  branch 
lines  in  comparison  to  the  area  of  the  country  traversed.  The 
more  industries  the  more  service  tracks  required. 

About  one-half  of  all  of  the  freight  tonnage  of  the  United 
States  is  carried  by  the  railroads  operating  in  the  territory 
north  of  the  Ohio  and  Potomac  rivers,  east  of  Chicago,  and 
west  of  the  New  England  territory,  in  what  is  known  as  the 
Central  Freight  and  Trunk  Line  Territories.  In  this  section 
there  are  a  large  number  of  parallel  lines  of  railroad  with 
many  branches.  The  more  important  roads  run  east  and 
west,  the  branches  diverging  north  and  south.  One  of  the 
most  important  kinds  of  traffic,  considering  volume,  is  coal, 
produced  extensively  in  Pennsylvania  and  West  Virginia. 
This  group  of  railroads  has  about  forty-eight  thousand  miles 
of  line,  or  about  seven  times  as  great  as  the  mileage  in  the 
New  England  railroad  group. 

There  is  a  very  important  group  of  railroads  in  the  South- 
ern States  east  of  the  Mississippi  river  and  south  of  the 
Potomac  and  Ohio  rivers.  These  roads  mostly  run  north  and 
south  instead  of  east  and  west,  as  the  Central  Freight  and 
Trunk  Line  group.  The  principal  commodities  carried  are  coal, 
cotton,  manufactured  articles,  lumber,  fruit  and  pig  iron. 

There  is  another  important  group  of  railroads  aggregating 
about  fifty  thousand  miles  of  line,  terminating  in  Chicago  and 
extending  into  the  North,  West  and  Southwest  through  the 
States  of  Illinois,  Iowa,  Missouri  and  Wisconsin.  These 
roads  are  known  as  the  "  Granger  Group,"  because  at  one 
time  their  principal   traffic  was  grain.     Considerable  manu- 


92  AMERICAN  COMMERCE  ASSOCIATION 

facturing  has  now  been  developed  in  the  section  of  the  coun- 
try covered  by  these  lines. 

The  western  section  of  the  country  and  the  Pacific  coast 
is  served  by  another  group  of  roads  known  as  the  Western 
Group,  with  an  aggregate  of  about  ninety-eight  thousand 
miles  of  line.  These  are  known  as  the  Trans-Continental 
Roads.  They  have  their  eastern  termini  in  New  Orleans, 
Kansas  City,  Omaha,  St.  Louis,  Chicago,  Duluth  and  Minne- 
apolis. The  volume  of  traffic  in  this  section  is  lower  than  in 
any  of  the  other  groups  and,  considering  the  long  hauls  and 
the  topography  of  the  country,  the  rates  may  be  said  to  be 
comparatively  low. 

That  small  section  of  the  United  States,  therefore,  which 
is  generally  known  as  the  Official  Classification  Territory,  the 
territory  north  of  the  Potomac  and  Ohio  rivers  and  east  of 
the  State  of  Illinois  and  Lake  Michigan,  a  territory  which 
includes  about  11  per  cent  of  the  land  area  of  the  United 
States,  gives  the  railroads  about  50  per  cent  of  their  total 
tonnage.  That  section  of  the  United  States  which  lies  south 
of  the  Ohio  and  Potomac  rivers  and  east  of  the  ^Mississippi 
river,  known  generally  as  the  Southern  Classification  Terri- 
tory, covering  about  14  per  cent  of  the  land  area,  furnishes 
about  12.5  per  cent  of  the  total  tonnage  of  our  railways.  That 
large  section  of  the  United  States  known  as  the  Western 
Classification  Territory,  which  includes  the  remainder  of  the 
United  States,  or  about  75  per  cent  of  the  total  land  area, 
produces  about  37.5  per  cent  of  the  total  tonnage  of  our 
railways. 

(Note  Map  No.  17  for  outline  of  the  territories  referred 
to  in  the  foregoing.)* 

Sec.  6.    PERCENTAGES  OF  PRODUCTS  OF  INDUSTRY 
AND  COMMERCE  SHIPPED. 

The  products  of  commerce,  as  freight,  handled  by  various 
railroads  of  the  country,  may  be  divided  into  seven  classes, 
as  follows :  Products  of  Mines,  Manufactured  Products, 
Products  of  Agriculture,  Prodvicts  of  the  Forest,  Merchandise, 
Products  of  Animals,  and  Miscellaneous  Products. 

•  Map  No.  17  follows  page  168. 


TRAFFIC  GEOGRAPHY 


93 


It  will  be  interesting  to  note  what  percentage  of  the  total 
freight  shipments  moving  over  the  various  railroads  come 
from  each  of  these  various  classes  of  freight.  It,  of  course, 
must  be  understood  that  the  proportion  will  differ  for  each  of 
the  groups  of  railroads  which  we  have  considered,  but  a  fair 
general  average  is  as  shown  on  the  following  diagram : 

The  large  amount  of  coal  mined  in  Pennsylvania  makes 
the  percentage  of  products  of  mines  transported  larger  for 
the  Trunk  Line  than  for  the  New  England  group. 


AVERAGE  PERCENTAGE  OF  TOTAL  SHIPMENTS 


10 


20 


3.0 


40 


Bate  No.  i, 


Products  ofMirres 
Manufactured 
Products  of  Forests 
Products  of  Agticaltuie 
MerchandlsQ 
Products  of  Animars 
Miscellaneous  Products 

At  the  present  time,  the  South  is  manufacturing  and  ship- 
ping a  large  number  of  the  various  manufactured  articles  of 
commerce,  but  the  New  England  group  can  easily  claim  the 
highest  percentage  for  this  class. 

The  Interstate  Commerce  Commission  requires  the  rail- 
roads to  file  a  periodical  report  giving  the  total  tonnage  car- 
ried ;  also  the  percentage  of  traffic  in  products  of  agriculture, 
products  of  animals,  products  of  mines,  forest  products,  manu- 
factured products,  merchandise  and  miscellaneous.  It  is  inter- 
esting to  note  what  percentage  of  the  entire  tonnage  is  repre- 
sented by  the  tonnage  of  the  various  products  carried  by 
various  lines  of  railroad.  For  instance,  in  round  numbers, 
the  products  of  mines  carried  by  the  Pennsylvania  Railroad 
represents  about  67  per  cent  and  the  Erie  Railroad  about 
60  per  cent,  whereas  on  the  Santa  Fe  it  is  only  29  per  cent. 
For  the  Pennsylvania  Railroad  about  20  per  cent  is  repre- 
sented by  the  manufactured  products,  while  the  figures  for  the 
Chesapeake  &  Ohio  Railroad  are  only  3  per  cent.  The  Rock 
Island    Railroad   transports    products    of    agriculture    to    the 


94  AMERICAN  COAIMERCE  ASSOCIATION 

amount  of  25  per  cent  of  its  total  tonnage,  whereas  for  the 
Erie  5  per  cent,  and  for  the  Pennsylvania  a  little  less  than 
5  per  cent  covers  this  item.  Eight  per  cent  of  the  total  ton- 
nage of  the  Santa  Fe  is  represented  by  products  of  animals, 
and  for  the  Erie  Railroad  1^  per  cent  covers  this  item. 

Although  there  are  many  instances  of  the  centralization 
of  certain  lines  of  manufacturing  in  certain  districts,  yet  our 
extensive  transportation  facilities  enable  capital  to  establish 
manufacturing  plants  at  an  increasing  large  number  of  points 
in  the  United  States.  Therefore,  there  is  constantly  develop- 
ing, in  the  various  sections  of  the  country,  that  kind  of  traffic 
which  can  afford  to  pay  a  fair  transportation  charge. 

Sec.  7.     MOVEMENTS  OF  THE  VARIOUS  PRODUCTS 
OF  INDUSTRY  AND  COMMERCE. 

A  very  large  portion  of  our  freight  traffic  to-day  comes 
from  a  very  small  area  of  the  United  States  and  consists 
chiefly  of  manufactured  articles.  Every  one  is  familiar  with 
the  large  shipments  of  cotton  from  the  southern  district.  The 
annual  cotton  crop  is  worth,  approximately,  seven  hundred 
million  dollars.  However,  cotton  forms  only  about  half  of 
1  per  cent  of  the  total  tonnage  of  all  the  railways,  but  they 
enjoy  a  large  tonnage  in  the  shipment  of  manufactured  articles 
in  and  out  of  the  cotton-growing  region. 

The  principal  article  of  commerce  carried  by  the  south- 
ern railroads  is  coal.  In  addition  to  coal  there  is  iron  ore, 
phosphate  rock,  building  material,  petroleum;  but  the  chief 
commodity  is  coal.  The  iron  industries  at  Birmingham  and 
Bessemer  make  a  great  demand  for  coal,  and  while  large  quan- 
tities of  this  commodity  are  used  locally,  a  large  volume  is 
shipped  from  these  districts. 

When  the  Panama  Canal  is  under  full  operation  undoubt- 
edl}'-  large  shipments  of  coal  will  be  forwarded  beyond  the 
Gulf.  It  should  not  be  forgotten  that  coal  is  essential  to 
industrial  progress,  and,  in  consequence,  as  our  industries  con- 
tinue to  develop  and  increase,  the  coal  traffic  will  also  increase 
in  like  extent  in  order  to  furnish  the  motive  power  for  pro- 
pelling the  wheels  of  industry. 


TRAFFIC  GEOGRAPHY  -95 

Extensive  forests  cover  sections  of  the  Southern  States 
and  extend  along  the  coast  and  Gulf  from  North  Carolina 
into  Texas  and  Arkansas.  The  lumber  in  this  section  is 
yellow  pine,  and  constitutes  a  large  part  of  the  tonnage  of  the 
carriers  in  this  section. 

The  volume  of  traffic  in  what  is  usually  known  as  the 
Official  Classification  Territory  is  made  up  of  export  and 
domestic  trade  products  such  as  grain,  machinery,  textiles, 
iron  and  steel  products,  iron  ore,  anthracite  and  bituminous 
coal.  Coal  furnishes  the  greatest  tonnage.  Considerable  of 
the  tonnage  in  this  section  is  represented  in  our  imports  and 
exports  through  the  North  Atlantic  ports. 

Pennsylvania  and  West  Virginia  produce  more  than  half 
of  the  coal  mined  in  the  United  States,  and  this  commodity 
furnishes  one-half  of  the  tonnage  of  the  railroads  in  that  sec- 
tion of  the  country.  The  vast  coal-fields  in  that  district  have 
influenced  the  growth  of  manufacturing  centers  at  near-by 
points  on  account  of  the  local  coal  supply.  As  a  result  we 
have  adjacent  such  manufacturing  centers  as  Buffalo,  Pitts- 
burgh and  Cleveland. 

St.  Louis  is  prominent  for  its  jobbing  trade  and  products 
of  its  manufacturing  concerns,  particularly  shoes  and  drugs. 
Duluth  and  Superior  are  important  transfer  points.  At  the 
head  of  the  Mississippi  river  is  Minneapolis,  the  greatest 
flouring-mill  center  in  the  World,  as  well  as  a  market  and  dis- 
tributing point  for  all  industries  of  that  section. 

Chicago,  on  account  of  its  exceptional  transportation 
facilities,  is  a  large  center  for  the  manufacture  of  various  kinds 
of  products.  It  has  attracted  to  itself  during  the  past  fifty 
years  over  seventeen  thousand  different  kinds  of  manufactur- 
ing and  business  concerns. 

The  larger  portion  of  the  tonnage  of  the  Central  States, 
however,  is  derived  from  the  iron  ore  and  coal  mines.  The 
three  States  in  the  Lake  Superior  district  furnish  eight-tenths 
of  all  of  the  iron  ore  in  the  United  States.  The  tonnage  of 
minerals  in  the  Central  West  is  more  than  double  the  ship- 
ments of  agricultural  products.     Illinois  stands  third  in  the 


96  AMERICAN  COMMERCE  ASSOCIATION 

list  of  manufacturing  States,  has  rich  and  numerous  coal-fields, 
and  exceptional  transportation  facilities. 

At  the  foot  of  Lake  Michigan  there  is  a  strategic  point 
with  exceptional  transportation  facilities,  adapted  to  manu- 
facturing. This  is  known  as  the  Calumet  district,  and  enjoys 
both  water  and  rail  transportation.  It  is  traversed  by  twenty- 
four  railroads  and  enables  manufacturers  to  bring  the  raw 
materials  to  factories  in  this  district  and  ship  the  finished 
products  to  market  with  the  least  expense.  In  the  heart  of 
this  district  is  Gary,  Indiana,  the  steel  center  of  the  World. 

There  is  located  in  the  geographical  center  of  Chicago, 
with  easy  access  to  Lake  Michigan  via  the  Chicago  river,  what 
is  known  as  the  "  Central  Manufacturing  District,"  from 
where  the  carriers  receive  about  sixty  per  cent  of  their  out- 
bound less  than  carload  tonnage,  and  where  freight  handling 
and  dispatch  of  shipments  has  about  attained  its  highest 
degree  of  efficiency. 

The  central  western  section  of  the  United  States  has  a 
constantly  increasing  trade  with  foreign  countries  and  with 
the  seaboard.  Connection  with  the  Atlantic,  Pacific  and  Gulf 
ports  is  now  provided  by  good  rail  transportation  facilities. 
A  large  portion  of  the  tonnage  is  shipped  by  way  of  the  Gulf 
ports.  The  lines  now  carry  freight  from  the  middle  western 
section  to  the  Pacific  and  Atlantic  coasts,  and  secure  large 
tonnage  in  the  other  direction.  This  can  not  be  said,  however, 
of  the  roads  which  carry  traffic  to  the  Gulf  ports,  but  the 
back  hauls  will  be  much  increased  now  that  the  Panama  Canal 
is  in  operation.  The  development  of  trade  with  South  Amer- 
ican countries  will  also  develop  transportation  facilities  in  the 
southern  section  of  the  country. 

The  tonnage  over  the  railroads  located  in  the  Central  West 
consists  mostly  of  the  products  of  agriculture.  This  is  a  sec- 
tion of  the  country  producing  grains,  as  well  as  large  quan- 
tities of  corn  and  good  pasture  for  feeding  domestic  animals. 

The  great  traffic  centers  of  this  section  of  the  country  are 
Omaha  and  Kansas  City,  noted  for  their  large  shipments  of 
packing-house  products. 

The  products  of  commerce  in  the  Rocky  mountain   sec- 


TRAFFIC  GEOGRAPHY  97 

tion  of  the  country  come  from  the  ranches,  the  irrigated 
agricultural  districts  and  the  mines.  For  a  long  time  after 
the  construction  of  the  roads  through  this  section  there  was 
very  little  traffic.  However,  the  shipping  increased  on  account 
of  the  increase  in  population,  making  a  greater  demand  upon 
other  sections  of  the  country  for  various  kinds  of  products. 
The  railroads  in  this  section  have  prospered  more  and  more 
until  now  they  are  enjoying  a  fair  business. 

The  shipments  of  coal,  in  the  Intermountain  section,  are 
greater  than  that  of  any  other  mineral  product,  and  they  have 
doubled  in  the  last  ten  years. 

The  Pacific  coast  carriers  move  a  large  amount  of  traffic 
which  comes  from  Alaska,  Mexico,  Northern  California,  Ore- 
gon and  Washington.  Oregon  furnishes  a  large  tonnage  in 
lumber,  taking  the  lead  among  the  Pacific  coast  States.  In 
California  petroleum  is  a  very  important  article  of  commerce. 
Stationary  engines  and  locomotives  used  in  this  section  gen- 
erally use  petroleum  for  fuel. 

This  brief  survey  of  the  leading  products  of  commerce,  and 
their  distribution  to  the  various  centers  of  trade,  should  give 
you  a  good  idea  of  the  transportation  problems  which  must 
be  solved  in  order  that  this  country  may  continue  to  maintain 
its  commercial  supremacy. 

Sec.    8.      CONDITIONS    AFFECTING    TRANSPORTA- 
TION SERVICE. 

Transportation  is  unlike  most  of  the  operations  of  com- 
merce in  that  it  may  not  be  closed  up  or  suspended,  if  only 
for  a  time.  The  railroad  business  must  be  conducted  day  in 
and  day  out  whether  there  be  a  few  or  many  cars  to  handle. 
Many  conditions  force  this,  the  principal  one  being  the  coun- 
try's dependence  on  the  carriers  for  its  existence.  The  sus- 
pension, for  only  a  day,  of  the  milk  train  service  of  the  car- 
riers serving  any  of  our  larger  cities  would  cause  almost  a 
famine  in  this  commodity,  and  were  the  suspension  to  con- 
tinue for  several  days  much  hardship  on  its  people  would 
result.  There  are  times  when  it  would  be  very  profitable  to 
the  carrier,  on  account  of  adverse  conditions,  if  certain  freight 


98  AMERICAN  COMMERCE  ASSOCIATION 

service  could  be  suspended;  but  advantage  can  not  be  taken 
of  such  suspension,  as  the  carrier,  in  its  capacity  of  public 
servant,  must  follow  schedule  day  in  and  day  out,  regardless 
of  gain  or  loss,  advantage  or  otherwise. 

Could  the  carriers  during  a  snow  storm  simply  leave  cars 
on  sidings,  so  as  not  to  overly  congest  terminals,  and  suspend 
transfer  service  in  the  cities,  they  would  save  much  money 
that  is  paid  to  labor  to  remove  the  snow  from  tracks  and 
yards.  If  such  service  might  be  suspended  for  only  a  few 
days,  the  amount  now  paid  for  removing  snow  could  be  saved 
as  it  would  probably  by  that  time  be  removed  by  nature. 
This  is  a  far-fetched  example,  but,  in  comparing  the  conditions 
affecting  the  transportation  ser\^ice  with  those  attending  gen- 
eral business,  it  illustrates  the  unfavorable  position  of  the 
railroads  from  an  economic  operating  standpoint. 

The  difference  in  the  cost  of  construction  and  of  the 
expense  of  operation  between  two  lines  of  railroad  connecting 
the  same  cities  may  be,  and  often  is,  very  great.  The  differ- 
ence in  distance  to  be  traversed  by  the  two  railroads  con- 
necting the  same  cities  —  and  hence  the  difference  in  time 
required  and  expense  incurred  —  may  also  be  very  great.  The 
topographical  conditions  determine  the  cost  of  construction 
and  the  rates  of  gradients  required  over  elevations.  This  lat- 
ter condition  determines,  to  a  larger  extent  than  any  other,  the 
expense  of  operation,  as  the  rate  of  the  gradients  determines 
the  tonnage  that  any  train  may  carry.  The  most  striking 
example  of  these  differences  is  found  in  the  two  lines  of  the 
New  York  Central  and  the  Pennsylvania  Railroad  between 
New  York  and  Chicago. 

The  line  of  the  New  York  Central  follows  the  valleys  of 
the  Hudson  and  IMohawk  rivers  from  tidewater  and  crosses 
only  one  almost  imperceptible  water  divide  in  reaching  the 
shores  of  Lake  Erie  at  Buffalo.  It  follows  the  shore  of  Lake 
Erie  to  the  flat,  marshy  country  of  Northern  Indiana,  which  it 
traverses  in  reaching  Chicago  at  the  foot  of  Lake  Michigan. 
It  thus  has  a  water  grade  throughout  its  entire  length,  which 
means  that  its  tonnage  per  train  is  the  maximum,  and  there- 
fore its  operating  expense  the  minimum.     Except  as  to  short 


TRAFFIC  GEOGRAPHY  99 

stretches  along  the  Palisades  of  the  Hudson  the  cost  of  the 
construction  of  the  line  has  been  comparatively  small,  as  it 
follows  the  valleys  of  the  rivers  and  the  level  lake  plains,  as 
stated.  Its  fixed  charge  for  interest  on  actual  cost  of  con- 
struction is  therefore  small. 

The  line  of  the  Pennsylvania  Railroad  from  New  York 
first  tunnels  under  the  Hudson  river,  then  follows  the  Coastal 
Plain  for  a  distance,  then  climbs  over  the  Piedmont  plateau 
and  the  Appalachian  ridges,  crossing  several  rivers  of  con- 
siderable size  that  flow  across  the  Coastal  Plain,  and  many 
mountain  streams  at  great  heights  above  their  surface,  through 
great  ridges  requiring  tunnels  or  deep  excavations  in  rock. 
It  descends  through  the  narrow  valleys  of  mountain  streams 
to  the  Alleghany  plateau,  encountering  the  difificulties  and 
expense  of  mountain  construction.  It  crosses  the  Ohio, 
requiring  very  heavy,  long-span  bridge  construction,  and 
enters  the  hilly,  rocky  country  of  eastern  Ohio,  passing 
through  a  rolling  country,  involving  heavy  construction 
expense  in  crossing  its  many  rivers  and  choppy  topography, 
until  it  reaches  the  flat  country  of  northern  Indiana,  through 
which  it  passes  to  Chicago. 

In  crossing  the  Appalachian  mountains  it  uses  stiff  gra- 
dients—  cutting  down  the  tonnage  per  train  to  the  minimum, 
and  therefore  increasing  the  cost  of  operation  to  the  maximum. 
The  cost  of  maintenance  of  its  tracks  in  mountainous  country 
is  very  much  greater  than  along  the  flat  river  valleys. 

Further,  the  road  as  originally  constructed  used  very  high 
gradients  to  reduce  the  construction  expense.  When  the 
increase  of  tonnage  offered  required  the  hauling  of  longer 
trains  to  affect  operating  economy,  the  roadbed  was  prac- 
tically constructed  on  a  new  line  through  the  roughest  of  the 
mountain  country.  This  practically  destroyed  the  value  of 
the  original  construction  of  the  roadbed  and  increased  many 
times  the  fixed  charge  on  the  capital  required  for  making  the 
necessary  improvements.  Its  line  is  still  full  of  curves  and 
comparatively  high  gradients  that  it  is  not  economically  prac- 
ticable to  eliminate. 

In  spite  of  these   conditions,   the   Pennsylvania   Railroad 


100         AMERICAN  COMMERCE  ASSOCIATION 

must  haul  freight  between  New  York  and  Chicago  for  the 
same  rate  as  the  New  York  Central.  If  its  rate  were  increased 
to  compensate  it  for  its  greater  expenditure  in  construction 
and  operation  it  would  get  none  of  the  business,  as  the  cheaper 
rate  would  carry  all  of  the  tonnage.  Or,  if  the  two  roads 
should  combine  to  raise  the  rate  (supposing,  for  the  purposes 
of  this  argument,  that  it  were  possible)  they  would  lose  the 
greater  part  of  the  traffic  to  the  lake  lines  operating  in  con- 
nection with  other  railroads  from  Buffalo  to  New  York. 

Another  case  illustrates  a  set  of  conditions  differing  from 
those  just  mentioned,  but  the  net  results  are  much  the  same. 

The  Northern  Pacific  Railway  was  constructed  from  St. 
Paul  to  Seattle  at  a  time  when  the  intervening  territory  was 
occupied  by  the  Indians.  All  of  the  delay  and  expense  of 
pioneering  were  encountered  in  its  construction. 

A  territory  almost  two  thousand  miles  wide  had  to  be 
explored  and  years  consumed  in  making  surveys  to  determine 
the  proper  location  for  its  line. 

All  of  the  construction  material  for  the  bridges  and  struc- 
tures; all  of  the  labor,  tools,  machinery  and  explosives  had 
to  be  hauled  by  wagons,  through  a  hostile  country  over  long 
distances. 

The  necessary  capital  for  prosecuting  the  work  was  most 
difficult  to  obtain,  as  the  results  of  the  enterprise  could  only 
be  surmised,  there  being  no  basis  on  which  to  predict  the 
probable  returns  in  revenue,  except  that  it  was  certain  to  be 
many  years  before  the  property  would  be  self-sustaining,  and 
hence  the  interest  charges  on  all  capital  required  for  con- 
struction were  very  high. 

This  financial  difficulty  led  to  the  construction  of  a  line 
requiring  the  least  possible  original  expenditure.  In  conse- 
quence, high  gradients,  reducing  the  tonnage  per  train,  and 
long  detours  from  the  direct  line,  to  effect  saving  in  cost  of 
construction,  increasing  cost  of  operation  and  maintenance, 
were  of  necessity  resorted  to.  All  bridge  and  other  structures 
were  constructed  in  the  cheapest  possible  manner  and  conse- 
quently were  not  of  a  permanent  nature,  and  the  cost  of  their 
yearly  maintenance  was  high. 


TRAFFIC  GEOGRAPHY  101 

After  the  property  had  been  constructed  and  placed  In 
operation,  the  railroad  had  years  to  wait  until  its  transporta- 
tion could  be  used  by  the  enterprises  it  made  possible,  for 
even  with  unlimited  resources,  time  is  required  to  develop 
methods  of  production  and  markets  for  the  disposition  of 
products  from  a  new  country.  In  constructing  its  line  through 
the  narrow,  mountain  valleys,  there  was  little  previous  experi- 
ence or  data  to  guide  its  engineers  in  laying  their  grade  lines 
above  the  mountain  torrents  which  passed  down  them.  In 
consequence  miles  of  its  line  were  washed  out  soon  after 
construction,  involving  the  building  of  a  new  roadbed  at 
greater  elevations  above  the  valley  and  the  loss  of  its  business 
during  the  time  required  to  get  its  line  back  into  operation; 
as  there  were  no  other  railroads  in  its  territory  upon  which  its 
trains  might  be  detoured. 

When  the  products  offered  by  its  tributary  territory  began 
to  increase  so  that  the  railroad  became  an  earning  property,  its 
economical  operation  demanded  the  reduction  of  its  ruling 
gradients,  the  straightening  of  its  line,  to  reduce  distance,  and 
the  reconstruction  of  its  temporary  structures  to  reduce  cost 
of  maintenance.  This  resulted  in  a  large  increase  of  invested 
capital,  increasing  its  yearly  interest  charge  very  materially, 
and  destroyed  a  large  value  invested  in  the  original  roadbed 
which  had  to  be  abandoned  for  the  reconstructed  line,  to  effect 
the  desired  economies. 

When  completed,  the  distance  by  its  rails  from  St.  Paul  to 
Seattle  was  1,911  miles. 

In  the  year  of  1908  the  Chicago,  Milwaukee  &  St.  Paul 
Railway  completed  an  extension  of  its  system,  which  had 
previously  terminated  in  South  Dakota,  to  Seattle. 

Its  line  paralleled  that  of  the  Northern  Pacific  for  a  greater 
part  of  the  way,  crossing  it  where  the  necessity  of  shortening 
its  distance  required  it.  Its  location  was  so  arranged  that  it 
passed  through,  either  with  its  main  line  or  by  the  construc- 
tion of  short  branches,  the  points  in  the  territory  producing 
the  greatest  tonnage,  which  the  construction  of  the  first  road 
had  made  possible. 

Through  the  experience  gained  in  the  construction  and 


102         AMERICAN  COMMERCE  ASSOCIATION 

operation  of  the  older  roads  it  escaped  the  large  expenditure 
for  errors  in  location,  which  lack  of  information  and  experi- 
ence had  imposed  on  them. 

Its  construction  supplies  and  material,  its  labor,  machinery, 
tools  and  explosives  were  conveyed  to  points  within  easy 
access  of  its  construction  by  the  older  roads.  The  territory 
tributary  to  its  lines,  while  some  miles  from  the  older  roads, 
had  changed  from  the  original  Indian  country  to  one  at  least 
partly  developed  by  Americans. 

With  a  large  prosperous  system  behind  it,  a  busy  ocean 
port  and  territory  highly  developed  as  its  western  terminus, 
and  its  whole  territory  already  proved  as  to  earning  capacity 
by  the  pioneer  roads,  its  financing  was  easy  and  the  rate  was 
low  at  which  its  construction  capital  was  secured. 

With  data  at  hand  on  which  to  predict  probable  tonnage 
within  narrow  limits,  its  line  was  located  for  economical  oper- 
ation in  regard  to  gradients,  alignments,  direction  and  per- 
manency of  construction.  Its  business  was  ready  for  it  in  a 
large  measure,  on  its  completion. 

The  distance  by  its  rails  from  St.  Paul  to  Seattle  is  1,772 
miles,  or  139  miles  less  than  by  the  Northern  Pacific.  Its 
gradients  are  lighter  —  allowing  the  hauling  of  more  tonnage 
per  train  —  its  line  has  fewer  curves,  its  interest  charge  on 
invested  capital  is  less,  and  its  cost  of  operation  and  mainte- 
nance is  less  than  its  older  competitor. 

There  can  be  no  question  that  the  pioneer  road  performed 
a  greater  service  to  the  public  than  the  road  constructed  later 
—  this  without  prejudice  to  the  very  large  benefit  conferred  by 
the  latter  —  yet  in  spite  of  its  increased  cost  of  service  in  the 
three  items  of  interest,  operation  and  maintenance,  and  of  its 
losses  during  the  period  of  development,  it  can  only  receive 
the  same  rate  in  return  for  its  service  as  the  road  now  favor- 
ably situated. 

The  first  example  cited  applies  to  the  extreme  eastern  sec- 
tion of  the  country,  the  second  to  the  extreme  western  section, 
and,  in  order  to  show  that  these  are  not  isolated  cases,  one 
other  illustration  applying  to  the  southern  section  will  be 
given.    As  a  matter  of  fact  these  cases  are  typical  of  condi- 


TRAFFIC  GEOGRAPHY  103 

tions  which  are  general  in  all  sections  of  the  country,  and  for 
this  reason  are  called  to  the  reader's  attention. 

Prior  to  the  construction  of  the  Frisco  System's  line  from 
Kansas  City,  Mo.,  to  Birmingham,  Ala.,  the  business  between 
Missouri  river  crossings  and  the  Southeast  was  carried  via  the 
lines  from  Kansas  City  to  St.  Louis,  thence  via  the  Louisville 
&  Nashville  Railroad  to  the  Southeast. 

The  business,  while  not  the  most  important  of  these  latter 
lines,  formed  a  considerable  portion  of  it,  and  had  its  due 
weight  in  establishing  schedules  of  freight  rates  to  yield  the. 
returns  necessary  for  their  operation  as  a  whole.  This  com- 
bination route  developed  the  traffic  flow  between  these  sec- 
tions, and  the  business  existing,  or  reasonably  expected,  at  the 
time  of  the  construction  of  these  roads  influenced  to  a  greater 
or  less  degree  their  construction. 

The  distance  from  Kansas  City  to  Birmingham  by  the 
combination  route  is  807  miles. 

The  sudden  expansion  of  the  business  of  the  Birmingham 
district,  caused  by  the  development  of  its  mining  industries, 
in  connection  with  the  business  already  developed  between 
the  Missouri  valley  and  the  Southeast  by  the  combination 
route,  induced  the  extension  of  the  Frisco  System  from  its 
terminus  in  Missouri  to  the  Birmingham  district  through 
Memphis. 

The  distance  from  Kansas  City  to  Birmingham  by  this 
new  route  was  735  miles,  or  seventy-two  miles  less  than  the 
older  route,  being  a  reduction  in  distance  of  nine  per  cent. 

So  great  a  reduction  in  distance  caused  a  reduction  in  the 
rates  between  the  two  points,  so  that  not  only  was  the  larger 
part  of  their  tonnage  taken  away  from  the  roads  operating 
the  older  route,  but  what  remained  had  to  be  hauled  on  the 
basis  of  the  mileage  of  the  shorter  competing  line,  in  spite  of 
the  fact  that  they  had  developed  the  business  and  made  pos- 
sible the  construction  of  the  line  which  took  the  larger  part 
of  it  from  them  and  reduced  their  rate  on  the  balance. 

No  criticism  is  intended  or  complaint  made  that  the  later 
more  favorably  situated  roads  are  constructed,  for  they  are 
the  inevitable  result  of  the  demands  of  commerce,  which  may 


104         AMERICAN  COMMERCE  ASSOCIATION 

not  be  denied.  What  it  is  intended  to  point  out  is,  that  the 
benefits  to  commerce  are  often  hardships  to  the  transporta- 
tion systems,  which  are  the  indispensable  agencies  of  com- 
merce. 

It  seems  that  in  justice  to  the  carriers  some  adjustment  of 
the  rates  should  be  made  which  would  express  this  difference 
in  the  cost  of  performing  the  service.  These  examples  show, 
however,  that  no  plan  has  been  found  feasible  by  which  this 
may  be  accomplished.  It  furnishes,  too,  some  illustrations  of 
the  problems  which  confront  the  traffic  official  in  the  con- 
struction and  adjustment  of  the  rate  structures. 

Sec.  9.    CLIMATIC  AND  NATURAL  CONDITIONS  AS 
FACTORS. 

Climate  and  nature  have  placed  many  embargoes  on  com- 
merce; transportation  is  the  most  efficient  agent  for  remov- 
ing them.  The  traffic  of  the  railroads  is  made  up  largely  of 
the  raw  materials  of  commerce,  the  most  important  of  which 
are  minerals  and  lumber,  from  a  traffic  standpoint. 

Our  minerals  to-day  are  the  least  affected  by  climate  of 
any  of  our  resources;  climatic  changes,  however,  during 
geologic  periods,  were  the  fundamental  cause  of  the  variation 
in  the  earth's  strata  in  which  the  various  minerals  were 
formed  or  deposited. 

Unlike  plant  or  animal  life,  minerals  may  not  be  trans- 
planted, replaced  or  multiplied.  They  must  be  produced  in 
the  particular  locality  in  which  nature  has  placed  them, 
whether  the  conditions  surrounding  the  production  are  favor- 
able or  adverse. 

Oftener  than  not,  minerals  are  produced  in  regions  devoid 
of  practically  all  of  the  necessities  of  life  required  by  those 
engaged  in  their  production.  To  feed,  clothe  and  house  men 
requires  the  transportation  of  certain  articles  of  commerce 
from  other  sections,  and  transportation  is  required  as  well  to 
bring  the  products  of  mines  to  the  manufacturers  or  con- 
sumers. 

In  the  lumbering  industry,  also,  the  railroad  and  labor, 
must  go  to  the  areas  which  nature  has  forested,  wherever 


AMERICAN  COMMERCE  ASSOCIATION         105 

these  may  be.  Inasmuch  as  these  districts  can  not  at  the 
same  time  be  cultivated  and  covered  with  timber  they  are 
deficient  in  the  food,  clothes  and  other  articles  of  commerce 
required  by  those  who  produce  the  lumber,  thus  creating,  as 
in  the  case  of  minerals,  a  demand  for  their  transportation  in 
addition  to  that  of  the  forest  product. 

It  is  in  this  way  that  climate  and  natural  conditions  have 
contributed  as  factors  in  developing  certain  traffic  flows. 


VALUE  OF   THE    PRODUCTS   OF  MINES 


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CHAPTER  VII. 


Freight  Services  Required 

Sec  1.    Nature  of  Goods  Shipped. 
Sec  2.     Railway  Equipment  Necessary. 
Sec  3.     Kinds  of  Freight   Transportation   Services. 
Sec  4.    Effect  of  Freight  Transportation  Charges. 
Sec.  5.    The  Transportation  Problem:    Present  and 
Past 


(107 


COMPARATIVE   RAILROAD  FREIGHT  TONNAGE 
OF  PRINCIPAL  COUNTRIES 


tJn'lted  States 

Germany 

United  Kingdoms 
franca 

Austria 

Belgium 

Holland 

Italy 

Switzerland 

Canada 

Russia 

Scandinavia 

Denmark 


Bate  J^o.  6 


(los) 


CHAPTER  VII. 

Freight  Services  Required 

Sec.  1.  NATURE  OF  GOODS  SHIPPED. 

The  volume  of  traffic  is  naturally  greatest  in  those  sec- 
tions of  the  country  which  are  densely  settled. 

American  railways  transport  from  five  to  six  times  as 
many  tons  of  freight  as  the  railways  of  France,  and  several 
times  as  many  tons  as  handled  by  rail  carriers  in  Germany. 
(See  Plate  No.  5.)*  Freight  is  transported  much  greater  dis- 
tances in  the  United  States  than  in  Europe.  This  is  because 
of  the  fact  that  we  have  more  area  and  that  the  manufactories 
in  many  cases  are  long  distances  from  the  source  of  supply 
of  raw  materials.  In  this  country  the  average  haul,  in  dis- 
tance, is  254  miles,  whereas  in  Germany  the  average  is  less 
than  eighty-five  miles. 

In  making  comparisons  there  must  always  be  a  unit  of 
measure.  For  instance,  we  use  the  dollar  as  the  unit  in  com- 
puting money,  the  yard  in  measuring  distances.  In  measur- 
ing the  work  of  railways  the  ton  mile  is  the  unit  of  measure. 
The  freight  ton  miles  of  the  railroads  of  the  United  States 
total  approximately  two  hundred  and  thirty-six  billion  six 
hundred  million  per  annum.  This,  in  round  numbers,  is  ten 
times  the  ton  miles  of  the  railways  of  Germany,  and  twenty 
times  the  ton  miles  of  the  railways  of  France. 

There  is  little  to  be  learned,  except  in  a  general  way,  by 
comparing  the  railways  of  one  country  with  the  railways  of 
another.  A  railroad  means  nothing  more  than  a  rail  highway, 
and  unless  all  factors  are  taken  into  consideration  one  may 
mean  a  very  poorly  constructed  single-track  railroad  with 
inferior  equipment,  while  another  may  mean  a  road  of  many 

*  Page  108.  (109) 


no         AMERICAN  COMMERCE  ASSOCIATION 

tracks  with  standard  equipment,  exceptional  roadbed  and 
the  most  modern  improvements. 

American  railways,  unlike  the  railways  of  Germany,  for 
instance,  haul  all  kinds  of  freight.  Much  of  the  low-grade 
freight  of  Germany  is  transported  via  canals. 

It  would  be  more  logical  and  perhaps  more  to  the  point  to 
name  the  nature  of  the  articles  not  shipped  than  to  undertake 
to  enumerate  or  describe  the  commodities  transported  by  the 
carriers. 

However,  there  are  very  few  articles,  except  money  and 
articles  of  extraordinary  value,  such  as  solid  gold  or  silver 
articles,  which  are  not  accepted  for  transportation  under  some 
conditions. 

The  very  nature  of  our  railroads  makes  them  transportation 
agencies  for  all  kinds  and  classes  of  commodities,  all  com- 
munities and  all  the  people. 

Sec.  2.    RAILWAY  EQUIPMENT  NECESSARY. 

The  United  States  is  so  large  and  the  distances  over  which 
goods  are  shipped  so  long,  and  the  variety  so  great,  that  the 
railroads  must  have  certain  special  equipment  to  accommodate 
the  traffic  both  for  their  own  convenience  and  that  of  the 
shipper.  If  a  shipment  is  to  be  hauled  only  a  short  distance  it 
m.ay  be  forwarded  in  small  units  in  small  ordinary  cars.  How- 
ever, when  shipments  travel  very  great  distances,  car  efficiency 
and  the  character  of  the  articles  must  be  closely  considered, 
and  cars  capable  of  carrying  large  loads  and  suitable  to  the 
traffic  must  be  employed. 

The  general  flow  of  manufactured  goods  is  from  the  East 
to  the  West  and  South;  the  flow  of  food  products,  lumber, 
minerals,  and  raw  materials  is  eastward,  and  in  order  to  take 
care  of  these  various  traffic  movements  a  variety  of  car  equip- 
ment is  required. 

The  railroads  were  built  to  carry  goods  over  both  level 
prairies  and  high  mountain  ranges,  and  therefore  in  many 
instances  they  must  be  adjusted  to  high  grades  and  excessive 
curvature.  Much  thought  has  been  given  to  problems  pre- 
sented in  the  matter  of  substantial  and  efficient  equipment  to 


TRAFFIC  GEOGRAPHY  111 

carry  economically  the  various  kinds  of  property  offered  for 
shipment. 

The  exchange  of  products  began  early  in  the  development 
of  the  American  nation.  The  early  commerce  consisted  mostly 
of  products  of  agriculture,  which  were  transported  by  wagon 
or  by  stage  to  the  seaboard  and  thence  to  Europe  by  sailing 
vessel.  We  exported  raw  materials.  The  sailing  vessels 
returned  to  America  loaded  with  building  materials,  brick, 
cooking  utensils,  fabrics  and  manufactured  articles,  necessary 
to  the  development  of  the  Colonial  settlements.  Water  trans- 
portation, therefore,  developed  our  early  commerce,  and  it 
resulted  in  the  building  up  of  our  harbor  cities,  like  New  York, 
Boston,  Philadelphia,  Baltimore,  Savannah,  Charleston,  Wil- 
mington and  Richmond. 

The  early  Colonists  soon  found  their  way  into  the  interior 
and  made  settlements  to  which  immigration  was  encouraged. 
With  these  settlements  the  amount  of  agricultural  products 
increased  and  there  was  more  than  enough  for  local  con- 
sumption so  that  the  surplus  was  available  for  export,  and 
increased  population  for  a  time  made  a  greater  demand  for 
European  manufactured  articles. 

As  population  moved  westwardly  new  centers  were  estab- 
lished, and,  as  the  New  England  cities  had  by  this  time  taken 
up  manufacturing  on  an  extensive  scale,  many  of  the  articles 
formerly  procured  from  Europe  were  manufactured  in 
America. 

With  the  advent  of  the  railroad  the  development  of  the 
interior  was  rapid  and  many  small  villages  became  thriving 
cities.  As  the  tonnage  of  the  railroads  was  increasing  im- 
mensely, the  rails  were  extended  to  more  distant  territory, 
and  places  which  before  were  simply  what  might  be  termed 
**  outposts  or  bases  for  supplies  "  developed  into  distributing 
and  trans-shipment  centers  of  great  magnitude. 

Little  progress  was  made  in  supplying  transportation  facil- 
ities beyond  bare  necessity  until  the  time  of  the  consolidation 
of  the  several  links  or  small  lines  of  railways  into  system  lines, 
making  through  routes,  or  what  may  be  said  to  be  the  begin- 
ning of  the  Trunk  Line  Railroads  of  to-day.  As  soon  as  rail- 


112        AMERICAN  COMMERCE  ASSOCIATION 

roads  were  able  to  handle  traffic  expeditiously  between  sea- 
coast  and  the  interior  points,  enabling  those  who  lived  in  the 
interior  to  sell  their  goods  in  distant  markets,  commerce  im- 
mediately began  to  increase,  resulting  in  a  greater  benefit  to 
trader  and  transportation  companies,  as  well  as  a  division  of 
labor,  enabling  those  who  lived  in  the  inland  towns  to  give 
less  of  their  time  to  the  production  of  food  and  more  to  the 
making  of  manufactured  articles. 

One  of  the  principal  forces  which  has  influenced  the  freight 
traffic  service-  is  the  exchange  of  food  products  for  manu- 
factured articles.  To-day  the  center  for  manufacturers  of 
carpets,  articles  of  apparel,  smaller  tools,  and  more  delicate 
pieces  of  mechanism,  and  many  small  articles  of  personal  use, 
is  in  southern  New  England,  northern  New  Jersey,  southern 
New  York,  and  eastern  Pennsylvania.  From  this  manu- 
facturing section  of  the  country  the  commerce  flows  to  all 
parts  of  the  United  States. 

Equipment  in  the  shape  of  weatherproof,  closed  box  cars 
is  necessary  to  handle  this  class  of  articles.  They  must  be 
provided  with  sliding  doors  which  may  be  locked  and  sealed 
to  prevent  loss  through  theft. 

The  cars  for  transporting  grain  and  grain  products  in  the 
Mississippi  valley,  the  Dakotas,  Minnesota  and  Michigan, 
must  be  weatherproof  and  provided  with  grain  doors  to  pre- 
vent loss  of  grain  by  leakage. 

Food  products  have  a  wide  distribution,  and  as  they  are 
shipped  in  glass,  cans  and  boxes  must  have  weatherproof  box 
cars  protected  by  locks  and  seal  similar  to  that  of  general 
merchandise. 

Perishable  fruits,  eggs,  dairy  and  packing-house  products 
must  be  shipped  in  special  refrigerator  and  ventilated  cars, 
under  lock  and  seal.  Live  poultry  is  shipped  in  special  cars 
providing  ventilation,  water  and  separate  wire  coops. 

Milk,  to  all  the  large  cities,  is  shipped  in  special  cars, 
similar  to  the  baggage  car  of  the  passenger  service,  to  facili- 
tate the  handling  of  the  cans  expeditiously  into  and  out  of 
the  car. 

Live  stock,  swine  and  sheep  in  the  grain  and  range  sec- 


TRAFFIC  GEOGRAPHY  113 

tions  are  shipped  in  special  cars  allowing  ventilation  and 
fitted  with  fixtures  to  provide  for  the  watering  of  the  animals 
in  transit. 

Special  cars  of  large  cubic  contents  and  greater  interior 
height  must  be  provided  for  furniture,  automobiles  and  other 
manufactures  shipped  as  units  instead  of  being  knocked  down 
for  shipment.  These  cars  are  required  extensively  in  trans- 
porting the  manufactures  of  the  Central  States. 

Special  equipment  for  carrying  coal,  ore,  limestone,  sand 
and  other  minerals  having  great  weight  in  proportion  to 
volume,  are  provided  with  automatic  dumping  mechanism  to 
facilitate  their  unloading.  They  are  now  made  of  large  ton- 
nage capacity,  carrying  one  hundred  thousand  pounds  or  more 
of  lading.  Ballast  cars  for  spreading  stone,  gravel,  chatts 
or  cinders  along  the  tracks  of  the  carriers  are  modifications 
of  this  class  of  equipment. 

Coke  racks  of  large  cubic  content,  for  carrying  coke  and 
other  material  whose  weight  in  proportion  to  volume  is  small, 
must  be  provided  in  the  mining  traffic.  The  necessities  of  the 
mining  industries  are  responsible  for  these. 

Flat  cars  for  transporting  lumber,  poles,  ties,  structural 
steel,  bridge  material  and  similar  products,  not  requiring  pro- 
tection from  the  weather  or  theft,  are  provided  in  the  lumber 
and  manufactured  steel  product  traffic. 

Gondolas,  with  sides  and  ends  but  no  roof,  are  provided 
for  shipments  of  pig  iron,  steel  rail,  local  domestic  coal  and 
similar  commodities.  They  have  large  tonnage  capacity  and 
are  very  generally  used. 

Most  of  the  dump  cars  are  now  made  entirely  of  pressed 
steel,  and  the  underframes  of  all  cars  are  of  structural  or 
pressed  steel. 

The  number  of  cars  employed  in  transporting  raw  material 
to  mill,  furnace,  factory,  and  manufacturing  plants,  and  from 
them  to  distributing  point  and  consumer,  is  now  about  two 
million. 

As  the  diagram  on  Plate  No.  4  shows,*  the  products  of 
mines  constitute  fifty-seven  per  cent  of  the  total  tonnage  of 
the  railroads,  and  products  of  forests  nine  per  cent,  and  as 

*  See  page  93. 


114         AMERICAN  COMMERCE  ASSOCIATION 

practically  all  of  this  traffic  must  move  in  carloads  the  state- 
ment that  eighty  per  cent  of  our  total  shipments  are  in  car 
lots  is  not  surprising. 

At  the  present  time  twelve  per  cent  of  all  freight  cars  in 
this  country  are  one  hundred  thousand  pounds  capacity  or 
over;  sixty-seven  per  cent  are  sixty  to  eighty  thousand 
pounds  capacity ;  twenty-one  per  cent  are  forty  to  sixty  thou- 
sand pounds  capacity.  The  tendency  is  toward  a  general 
increase  in  the  tonnage  capacity  of  all  freight  cars  in  order 
to  reduce  the  "cost  of  conducting  transportation. 

Except  as  to  cars  for  special  service,  there  will  be  few  cars 
of  less  than  sixty  thousand  pounds  capacity  a  few  years  hence, 
as  many  of  the  railroads  are  now  "  scrr^pping  "  cars  under  this 
capacity  when  they  require  other  than  slight  repairs. 

Sec.  3.     KINDS  OF  TRANSPORTATION  SERVICES. 

There  are  many  different  services  required  of  the  railroads 
before  the  train  of  freight  cars  is  on  its  journey,  namely,  the 
road-haul  movement  and  the  services  required  at  destination. 
For  convenience  we  may  divide  the  services  into  three  grand 
divisions,  namely : 

1.  Services  at  Origin  Point. 

2.  Road  Haul  Service. 

3.  Services  at  Destination. 

The  carrier's  services  at  origin  point  consist  of  the  spotting 
and  switching  of  cars  to  and  from  industries  and  team  tracks, 
and  to  and  from  freight  houses,  the  loading  of  freight  from 
freight  house  into  cars,  and  the  making  up  of  the  train  for  the 
road-haul  movement. 

The  road-haul  service  is  the  movement  or  hauling  of  the 
cars  between  point  of  origin  and  destination. 

The  carrier's  services  at  destination  consist  of  the  breaking 
up  of  the  train,  the  switching  and  spotting  of  the  cars  to  indus- 
tries, team  tracks  or  freight  houses,  and  the  unloading  of 
freight  into  freight  houses. 


TRAFFIC  GEOGRAPHY  115 

Sec.  4.     EFFECT  OF  TRANSPORTATION  CHARGES. 

Handling  materials  and  goods  in  large  quantities  results 
in  cheaper  freight  rates,  induces  business  concerns  to  place 
large  orders  to  get  quantity  prices,  and  thus  has  a  direct 
influence  on  building  up  our  extensive  commerce  and  our 
large  industries.  These  traffic  conditions,  together  with  many- 
others  of  minor  importance,  have  a  direct  bearing  on  our 
freight  traffic  service,  and  induce  the  making  of  equitable 
freight  rates,  which  permit  the  shipping  of  large  quantities  of 
goods  long  distances  and  at  such  rates  as  will  permit  traffic 
intercourse,  and  result  in  a  reasonable  profit  to  both  the 
carrier  and  shipper.  The  freight  charge  must  be  so  adjusted 
as  to  warrant  the  free  movement  of  traffic,  otherwise  the  mil- 
lions of  dollars  of  commercial  products  would  not  be  produced, 
as  they  would  have  but  little  value. 

Sec.  5.     THE   TRANSPORTATION   PROBLEM:    PRES- 
ENT AND  PAST. 

The  products  of  the  twelve  million  farms  in  the  United 
States  add  approximately  ten  billion  dollars  to  the  wealth  of 
the  nation  every  year.  The  recent  yield  of  the  farms  has 
broken  all  records.  Of  wheat,  corn,  oats  and  barley  there 
are  about  six  billion  bushels.  The  potato  crop  amounts  to 
about  four  hundred  and  one  million  bushels,  while  there  are 
about  seventy-five  million  tons  of  hay. 

The  United  States,  after  providing  abundantly  for  itself, 
has  a  large  surplus  to  sell.  Wheat  alone  for  export  amounts 
to  hundreds  of  millions  of  bushels,  and  it  is  the  least  bounti- 
ful of  the  three  chief  cereals.  As  that  which  comes  from  the 
soil  is  real  wealth,  and  genuine  wealth  spells  prosperity,  the 
result  of  a  large  harvest  means  prosperous  times  of  an  abid- 
ing and  abounding  character.  The  railroads  and  ships  that 
carry  the  farmer's  products  are  then  called  on  to  do  an 
extraordinary  business. 

The  demands  on  manufacturers  and  merchants  are  corre- 
spondingly increased.  The  railways  have  to  keep  up  their 
properties  and  make  extensive  improvements  to  take  care  of 
the  increase  in  commerce,  and  the  merchants  and  the  manu- 


116        AMERICAN  COMMERCE  ASSOCIATION 

facturers  necessarily  must  expand  their  facilities.  These 
expansions  imply  an  accretion  of  new  wealth.  As  agriculture 
is  the  basis  of  the  country's  material  welfare,  it  is  highly  sig- 
nificant of  the  future,  as  well  as  of  the  present,  that  more 
scientific  farming  is  practiced  than  in  preceding  periods.  The 
room  for  more  improvement  is  still  existent. 

When  we  consider  that  only  twenty-five  per  cent  of  the 
country  is  under  intensive  cultivation,  that  the  increased  agri- 
cultural wealth  in  a  single  year,  under  present  conditions,  is 
nearly  ten  thousand  millions  of  dollars,  we  can  get  some  idea 
of  the  tremendous  possibilities  of  the  commerce  of  the  coun- 
try. When  all  the  land  is  cultivated ;  when  scientific  farming 
takes  advantage  of  all  physical  conditions,  and  by  artificial 
means  removes  the  physical  disabilities,  and  when  transporta- 
tion facilities  have  further  developed,  enabling  the  carriers  to 
dispatch  with  perfection  the  country's  products  from  the 
centers  of  production  to  the  market  of  distribution  and  of 
consumption,  we  shall  then,  as  now,  have  trade  and  trans- 
portation problems  demanding  solution. 

This  country  has  experienced,  at  successive  stages  of  its 
development  and  growth,  the  evolution  of  the  problem  of 
transportation  from  its  beginning  through  the  transitions  or 
the  periods  of   construction,  reconstruction   and   betterment. 

The  transportation  problem  has  been  with  the  races  since 
man  first  undertook  to  change  his  place  of  abode,  travel  with 
the  intention  of  returning,  or  exchange  his  goods  with  other 
persons.  History  makes  mention  of  many  instances  of  the 
slowness,  or  even  absence,  of  progress  among  the  inhabitants 
on  account  of  either  the  lack  of  transportation  or  before  trans- 
portation means  were  available. 

(1)     The  Horse  in  Transportation. 

It  is  a  notable  fact  that  the  horse  helped  the  American 
Indian  and  that  the  privations  and  labors  imposed  upon  the 
Indians  by  their  crude  methods  of  overland  transportation 
were  so  extreme  that  possibly  the  greatest  physical  boon 
that  they  ever  received  from  civilization  was  the  horse.  It  is 
recorded  in  the  reports  of  the  Colonial  agents  who  visited  the 


TRAFFIC  GEOGRAPHY  117 

Indians  living  near  the  Atlantic  coast,  that  great  anxiety 
existed  among  them  to  obtain  these  valuable  animals,  but  as 
a  rule  the  savages  were  too  poor  to  buy  them  and  the  animals 
were  so  carefully  guarded  that  they  could  not  readily  be 
stolen.  From  the  stock  of  horses  brought  to  Florida,  Mexico 
and  California,  by  the  Spaniards,  a  race  of  wild  horses  was 
gradually  developed,  and  the  readiness  of  the  Indians  of  the 
southwestern  and  northwestern  tribes  to  avail  themselves  of 
these  equines,  shows  how  highly  their  powers  were  appreciated. 

The  Indians  had  their  transportation  problems,  because 
the  horse  was,  to  land  travel  —  whether  used  in  the  hunt,  in 
expeditions  against  other  tribes  or  white  men,  or  for  jour- 
neys from  place  to  place  —  comparable  to  the  canoe  in  water 
travel.  The  Indian  pony,  dragging  household  equipment,  fuel, 
food  supplies  and  tents  from  place  to  place,  and  the  pack- 
horse  of  the  white  man  are  recorded  in  American  history  and 
assigned  to  what  is  known  as  the  pack-horse  or  horse-back  era. 

With  the  horse  as  a  beast  of  burden,  the  transportation 
problem  for  overland  carriage  was  not  solved,  by  any  means, 
as  during  a  long  period  after  the  first  settlements  were 
founded  the  lack  of  good  roads  was  felt  and,  of  course,  inter- 
fered with  the  movement  of  property  in  any  quantity. 

(2)     Beasts  of  Burden  and  Human  Carriers. 

It  may  be  stated,  authoritatively,  that  the  disadvantages 
arising  from  the  absence  of  beasts  of  burden  among  the 
Indians  had  a  decided  influence  in  prolonging  the  savage,  or 
hunter,  state  among  them.  There  was  absolutely  no  induce- 
ment to  become  domestic  and  to  produce  of  any  article  more 
than  sufficient  for  sustenance,  because  it  could  not  be  trans- 
ported for  any  considerable  distance  except  at  a  cost  far 
exceeding  its  trade  value.  Commerce  among  the  Indians  was 
what  might  be  termed  a  negative  quantity. 

However,  some  articles  gained  from  the  hunt  were  traded 
with  the  white  inhabitants  and  were  taken  on  the  backs  of 
the  natives  to  the  place  of  exchange. 


118        AMERICAN  COMMERCE  ASSOCIATION 

Through  theoretical  calculations  and  later  practical  experi- 
ments it  has  been  determined  that  the  greatest  amount  of 
efficient  work  that  can  be  extracted  from  the  average  man 
who  serves  as  burden  carrier,  is  by  giving  him  a  load  of 
about  120  pounds,  which  it  is  calculated  he  can  move  eleven 
miles  a  day.  At  this  rate  it  would  require  more  than  a  day 
and  a  half  to  move  a  net  ton  one  mile,  so  it  may  be  readily 
understood  that  the  commerce  of  the  days  when  man  carried 
the  commodities  on  his  back  was  necessarily  of  small  volume. 
It  is  not  to  be  wondered  that  the  horse,  as  a  beast  of  burden, 
was  a  welcome  adjunct  to  the  community. 

It  is  a  fact  that  even  to-day  considerable  of  the  transpor- 
tation movement  in  interior  Mexico  is  conducted  by  means 
of  donkeys,  burros,  or  on  the  backs  of  mules,  and  in  some 
parts  of  that  country  the  charge  still  remains  at  1  cent  a 
pound  for  twenty  leagues. 

(3)     Improved  Highways  an  Aid  to  Transportation. 

The  improvement  of  the  highways  has  induced  an 
exchange  of  goods  and  created  the  foundation  of  our  present 
commerce,  not  without  many  tribulations  and  denials,  as  is 
evidenced  by  conditions  noted  in  looking  back  upon  the  plight 
of  the  early  settlers  of  Western  Pennsylvania  and  Virginia, 
people  who  had  no  stores  of  any  kind,  no  iron  works,  nor  had 
they  money  to  make  purchases  where  these  articles  could  be 
obtained.  Furs  and  felts  were  their  only  resources  before 
they  had  time  to  cultivate  the  land,  raise  cattle  and  horses 
for  sale  or  exchange  in  the  Atlantic  States. 

Good  roads  were  the  first  assistance  given  the  early 
settlers,  and  the  making  of  good  common  or  country  roads 
was  the  starting  point  of  American  internal  commerce,  in 
which  were  first  used  pack-horses.  The  commodities  traded 
in  were  liquor,  arms,  ammunition,  a  few  household  goods  and 
trinkets,  for  cattle  and  horses. 

(4)     The   Conestoga   Wagon. 
Road  improvements  became  the  order  of  the  day,  and  the 
economic   effect   of  these   improvements   was   a   stimulus   to 


TRAFFIC  GEOGRAPHY  119 

engage  in  greater  trading  and  marked  the  advent  of  the  trader 
with  the  Conestoga  wagon,  drawn  by  horses ;  but  the  matter 
of  crossing  streams  and  creeks  with  wagon  was  an  obstacle, 
which  problem  was  overcome  by  the  adoption  of  ferries  and 
the  building  of  bridges. 

(5)     Turnpikes;    Bridges;    Tolls. 

The  first  advance  of  any  consequence  in  American  internal 
transportation  came  with  the  construction  of  turnpikes  and 
bridges  by  companies  that  were  either  subsidized,  fully  or 
partly,  by  the  State  or  County,  or  where  the  money  for  the 
project  came  from  individuals.  The  economic  effect  of  turn- 
pikes and  bridges  was  felt,  and  although  the  great  utility  of 
turnpikes  in  reducing  the  cost  of  freight  movements  had  been 
well  tested,  many  communities  which  desired  the  roads  were 
unable  to  obtain  them  on  account  of  the  difficulty  of  procuring 
the  means  necessary  to  construct  them.  A  transportation 
problem  was  herewith  presented  which  resulted  in  the  collec- 
tion of  tolls  on  turnpikes.  By  this  means  the  up-keep  of  the 
road  was,  in  a  measure,  provided  for,  and  it  is  noticeable  in 
this  charge  for  the  up-keep  that  it  was  only  against  the  parties 
using  the  roadway.  However,  it  took  legislative  enactment 
to  authorize  tolls  on  turnpikes,  and  the  early  statutes  of  the 
States  through  which  turnpikes  were  constructed  limited  the 
turnpikes  to  a  certain  amount  in  tolls. 

The  enacting  clause  in  each  of  these  statutes  carried  the 
authority  for  the  company  operating  the  turnpikes  to  appoint 
toll-gatherers,  and  as  many  toll-gatherers  as  were  needed,  to 
properly  collect  the  money,  and  in  addition  specified  the  basis 
for  the  charge;  for  instance,  the  act  incorporating  the  Phila- 
delphia and  Lancaster  turnpike  company  of  Pennsylvania, 
approved  April  9,  1792,  provided : 

"  For  every  cart  or  wagon  whose  wheels  do  not  exceed 
four  inches,  one-eighth  of  a  dollar  for  each  horse  drawing  the 


same." 


"  For  every  cart  or  wagon  whose  wheels  shall  exceed  four 
inches,   one-eighth  of  a  dollar  for  each  horse   drawing  the 


same." 


120         AMERICAN  COMMERCE  ASSOCIATION 

"  For  every  cart  or  wagon  whose  wheels  shall  exceed  the 
breadth  of  four  inches,  and  not  exceed  seven  inches,  one-six- 
teenth of  a  dollar  for  each  horse  drawing  same." 

"  For  every  cart  or  wagon  the  breadth  of  whose  wheels 
shall  be  over  seven  inches,  and  not  more  than  ten  inches, 
5  cents  for  every  horse  drawing  the  same." 

"  For  every  cart  or  wagon  the  breadth  of  whose  wheels 
shall  be  more  than  ten  inches  and  not  exceeding  twelve  inches, 
or  being  ten  inches  shall  roll  fifteen  inches,  3  cents  for  every 
horse  drawing  same." 

"  For  every  cart  or  wagon,  the  breadth  of  whose  wheels 
shall  be  more  than  twelve  inches,  2  cents  for  every  horse 
drawing  same." 

It  is  observed  in  the  foregoing  that  discrimination  in  tolls 
favorable  to  broad-wheeled  vehicles  was  practiced,  and  the 
act  of  incorporation  further  provided  that :  "  No  wagon  or 
other  carriage  with  four  wheels  the  breadth  of  whose  wheels 
shall  not  be  four  inches,  shall  be  drawn  along  the  State  road 
between  the  first  day  of  December  and  the  first  day  of  May 
following  in  any  year  or  years,  with  a  greater  weight  thereon 
than  two  and  one-half  tons  or  with  more  than  three  tons 
during  the  rest  of  the  year." 

Other  vehicles,  that  is  those  with  breadth  of  wheel  greater 
than  four  inches,  were  not  permitted  to  haul  more  than  seven 
tons  along  the  road  in  any  carriage  whatever,  between  the  first 
day  of  December  and  May,  and  no  more  than  eight  tons  the 
rest  of  the  year.  Much  complaint  was  offered  to  the  enacting 
clause  regarding  wheel  breadth,  and  claims  of  discrimina- 
tion were  launched  with  the  Governor;  but  when  it  was 
pointed  out  that  the  wheels  of  narrow  breadth  cut  the  roadbed 
and  made  furrows,  requiring  constant  repair  work,  the  demand 
for  broader  tires  for  vehicles  immediately  sprang  up.  Even 
with  the  horse,  vehicles,  turnpikes,  and  bridges  and  trans- 
portation development,  problems  still  came  up,  complaints 
were  frequent,  and  nothing  but  the  cost  of  transportation  was 
at  the  foundationi 


TRAFFIC  GEOGRAPHY  121 

(6)     Early  Problems  in  the  Cost  of  Transportation. 

The  matter  of  hauling  loads  in  one  direction  over  the 
turnpikes  and  the  vehicles  returning  without  lading,  was  a 
proposition  which  at  times  was  serious.  There  were  seasons 
of  the  year  when  articles  were  needed  in  the  interior,  and  it 
became  a  custom  to  make  the  trips  only  when  it  was  certain 
that  haulage  each  way  would  be  enjoyed.  Even  in  the  early 
days  the  value  of  horses,  cost  of  feeding,  shoeing,  repairs 
to  wagons  and  wages  of  attendants  were  figured  in  the  cost 
of  transportation ;  and  when  it  is  considered  that  on  a  road  of 
the  best  kind,  four  horses  and  sometimes  five  were  required 
to  transport  only  three  tons,  it  may  be  concluded  that  even 
the  average  of  thirteen  dollars  and  fifty-one  cents  per  ton  for 
moving  flour  from  Columbia  to  Philadelphia,  at  the  beginning 
of  this  century,  with  one  and  thirty-five  hundredths  cents  per 
ton  per  mile  for  tolls,  was  not  absolutely  prohibitive,  as  con- 
siderable traffic  was  moved  on  this  basis,  which  it  will  be 
observed  for  hauling  is  about  twenty  times  as  large  as  the 
average  receipts  of  the  railroads  to-day,  and  the  tolls  double 
the  average  revenue  per  ton  per  mile  on  all  freight  movements 
to-day. 

(7)     Canals  Stimulated  Building  of  Good  Roads. 

However,  the  cost  of  movement  over  turnpikes  had  an 
influence  in  the  determination  to  construct  canals  which 
would,  of  course,  be  a  means  of  transporting  commodities  at 
a  less  cost.  Time  as  an  element  in  transportation  was  not 
given  the  serious  consideration  of  to-day,  and  when  the  canal 
era  began,  it  soon  developed  that  certain  commodities  could 
not  be  transported  by  canals,  for  the  very  reason  that  time 
was  an  element  that  would  have  to  be  considered  in  the  move- 
ment. The  canals  stimulated  the  improvement  of  public  roads, 
and  some  of  these  improved  roads  and  turnpikes  became  the 
roadbeds  for  some  of  our  railroads. 

(8)    The  Economic  Effect  of  Good  Roads  or  Highways. 
The  transition  from  the  pack-horse  to  the  horse-drawn, 
wheeled  vehicle  was  natural,  but  not  easy,  as  the  pack-horse 
could  travel  in  places  where  the  wagon  could  not  be  trans- 


122         AMERICAN  COMMERCE  ASSOCIATION 

ported,  and  therefore  roads  had  to  be  prepared  for  the  vehicles ; 
and  the  better  the  road  the  easier  the  haul. 

The  maximum  load  for  a  pack-horse  was  three  hundred 
pounds,  while  the  ordinary  load  for  a  good,  strong  cart-horse 
on  a  first-rate  road  was  a  ton,  or  approximately  seven  times 
as  much.  This  increase  in  power  of  the  horse  provided  a 
corresponding  increase  in  the  distance  over  which  bulky,  and 
freight  of  small  value,  could  be  economically  moved,  thus 
developing  an  incentive  to  production  as  well  as  benefits  to 
those  engaged  in  commerce.  The  best  general  exposition  of 
the  general  law  governing  this  subject  is  stated  by  an  English 
writer,  as  follows : 

"Around  every  market  place  you  may  suppose  a  number  of 
concentric  circles  to  be  drawn,  within  each  of  which  certain 
articles  become  marketable,  which  were  not  so  before,  and 
thus  become  the  source  of  wealth  and  prosperity  to  many 
individuals.  Diminish  the  expense  of  carriage  but  one  farth- 
ing, and  you  widen  the  circles ;  you  form,  as  it  were,  a  new 
creation,  not  only  of  stones  and  earth  and  trees  and  plants, 
but  of  men  also,  and  what  is  more,  of  industry  and  happiness." 

Good  roads  over  which  commodities  can  be  carried  in 
quantities,  whether  railroads  or  for  wagon,  means  the  develop- 
ment of  transportation  agencies,  the  extension  of  the  trade 
circles  and  the  making  of  markets,  as  without  proper  facilities, 
transportation  loses  much  of  its  economic  and  commercial 
value. 

(9)     Early  American  Railways. 

Each  stage  of  progress  which  leads  up  to  the  establishment 
of  railways  in  the  United  States  can  not  be  traced  definitely, 
because  few  things  were  undertaken  which  were  not  imita- 
tions of  something  that  had  previously  been  done  in  Great 
Britain.  The  notable  exception  to  this  was  the  invention  of 
the  high-pressure  engine,  which  might  have  been,  under  favor- 
able conditions,  developed  into  a  successful  locomotive.  This 
invention  was  by  Oliver  Evans,  and  his  invention  was  at  an 
earlier  date  than  any  other  which  had  been  devised  elsewhere. 

There  were  no  railways  in  America  when  Evans  first  con- 
ceived his  plan  of  a  steam  road  wagon,  and  he  was  obliged 


TRAFFIC  GEOGRAPHY  123 

to  look,  but  in  vain,  for  a  field  of  practical  utility  to  turnpikes 
or  a  flat  modification  of  them.  He  was  the  first  citizen  of  the 
United  States  to  combine  with  his  advocacy  of  railways, 
positive  proofs  of  his  ability  to  develop  a  machine  capable  of 
moving  itself  and  additional  weight  by  steam  power  over 
ordinary  roads. 

It  would  appear  that  one  of  the  problems  of  transportation 
was  about  to  be  solved,  but  Mr.  Evans  was  not  successful  at 
this  stage  in  his  enterprise.  It  was  soon  after  1782  that  Mr. 
Evans  undertook  to  construct  steam  wagons  and  to  organize 
methods  to  apply  them  to  useful  service.  In  1786  he  peti- 
tioned the  legislature  of  Pennsylvania  for  the  exclusive  right 
to  use  his  improvements  in  flour  mills  and  in  steam  wagons, 
and  it  is  recorded  that  the  committee  to  whom  his  petition 
was  referred  heard  him  very  patiently  while  he  described  his 
mill  improvements,  but  thought  him  insane  about  his  ideas 
concerning  steam  wagons.  He  then  made  a  similar  applica- 
tion to  the  legislature  of  Maryland,  which  resulted  favorably, 
mainly  on  the  ground  that  it  could  injure  no  one  and  maybe 
the  encouragement  proposed  would  lead  to  the  production  of 
something  useful.  In  1804  a  demonstration  was  made  in  the 
streets  of  Philadelphia  of  a  machine  made  by  Mr.  Evans  for 
cleaning  docks,  and  the  practicability  of  steam  wagons  was 
established,  and  this  gave  encouragement  to  the  inventive 
genius  to  go  further  in  an  effort  to  solve  the  transportation 
problem  of  that  day. 

(10)    The  Rail  and  Locomotive  Railroads  vs.  Canals. 

Considerable  competition  arose  between  the  proprietors  of 
the  canals  and  the  turnpikes  for  the  traflic  of  the  country,  and 
it  was  not  until  George  Stephenson  adapted  the  steam  wagon 
to  the  rail  that  the  railway  as  a  practical  transportation 
agency  came  into  being.  Stephenson  found  and  mastered  the 
difficulties  encountered  by  propelling  steam  wagons  on  turn- 
pike roads  by  the  use  of  the  rail,  and  characterized  his  success 
by  stating :  "  The  rail  and  the  locomotive  should  be  regarded 
as  man  and  wife." 

In  1811  Robert  Fulton,  the  inventor  of  the  steam  engine, 


124        AMERICAN  COMMERCE  ASSOCIATION 

remarked  during  a  journey  over  the  Alleghany  mountains  in 
a  stage  coach  to  Pittsburgh,  as  follows :  "  The  day  will  come, 
gentlemen,  I  may  not  live  to  see  it,  though  some  of  you  who 
are  younger  will,  when  carriages  will  be  drawn  over  these 
mountains  by  steam  engines  at  a  rate  more  rapid  than  that 
of  a  stage  coach  on  the  smoothest  turnpike." 

(11)     Tramways  —  Colliery  or  Quarry  Railroads. 

At  about  the  year  1800  the  advantages  of  tramways, 
as  transportation  agencies,  was  a  subject  of  discussion 
among  members  of  the  American  Society,  engaged  in  promot- 
ing internal  improvement,  and  three  men,  who,  above  all 
others,  best  represented  the  inventive  and  practical  talent  of 
the  United  States  applicable  to  transportation  during  this 
period,  were  Oliver  Evans,  John  Stephens  and  Robert  Fulton. 
They  had  adopted  advanced  views,  but  their  views  were  not 
readily  absorbed  by  the  general  public  or  investors,  and  it 
required  actual  demonstrations  of  the  superior  utility  of  crude 
railroads  or  tramways  on  which  horse  power  was  used  as 
agencies  for  moving  freight  and  passengers,  to  educate  the 
public  mind  and  to  secure  the  assistance  of  capitalists  in  rail- 
way projects.  The  tramway  with  the  horse  power  was  the 
most  powerful  agent  that  could  have  been  employed  to  further 
the  early  use  of  the  steam  locomotive  and  rails.  The  first  rails 
used  were  made  of  cast  iron  and  were  of  short  length  and 
flanged.  This  rail  was  soon  supplanted  by  the  long  wrought- 
iron  rail  with  the  flange  on  the  wheel  of  the  vehicle. 

About  this  time  came  the  era  when  speed  seemed  to  be 
one  of  the  requirements  in  transportation,  and  this  led  to 
early  development  of  the  American  steam  engine. 

(12)  The  Primitive  American  Railroads. 
Probably  the  first  American  railroad  was  a  short  one  built 
in  1807,  by  Mr.  Silas  Whitney  on  Beacon  Hill,  Boston.  How- 
ever, according  to  claims  made,  this  was  preceded,  in  1795,  in 
the  same  locality  by  an  inclined  plane  used  to  haul  bricks, 
which  had  as  a  part  of  its  appliances  a  wooden  tramway,  of 
about  two  feet  gauge,  on  which  loaded  cars  were  forwarded  to 


TRAFFIC  GEOGRAPHY  125 

the  foot  of  Beacon  Hill,  and  empty  cars  returned  to  the  kilns, 
located  at  the  top  of  the  hill. 

In  September,  1809,  there  was  laid  down  at  the  Bulls  Head 
Tavern  in  Philadelphia  an  experimental  track  for  Mr.  Thomas 
Lieper,  the  track  was  sixty  yards  in  length  at  a  grade  of  one 
inch  and  a  half  to  the  yard.  This  was  built  to  reach  the 
quarries  of  Mr.  Lieper,  and  was  completed  in  1810  to  a  railroad 
three-fourths  of  a  mile  long,  leading  from  his  quarries  to  the 
landing  place  on  Crum  street.  The  construction  was  com- 
pleted under  the  direction  of  Mr.  John  Thompson,  father  of 
Mr.  J.  J.  F.  Thompson,  who  subsequently  became  president 
of  the  Pennsylvania  Railroad. 

The  third  railroad,  or  tramway,  in  the  United  States  was 
probably  constructed  on  Fallings  creek,  Chesterfield  county, 
Virginia,  about  ten  miles  from  Richmond,  soon  after  1810,  to 
furnish  transportation  facilities  for  a  powder  mill. 

The  fourth  tramway  is  said  to  have  been  built  at  Bear 
Creek  Furnace,  Armstrong  county,  Pennsylvania,  in  1818,  and 
the  tracks  consisted  of  wooden  rails. 

The  fifth  tramway  was  laid  in  Nashua,  New  Hampshire,  in 
1825,  and  the  sixth,  the  Quincy  railroad,  in  Massachusetts, 
which  railway  was  about  four  miles  in  length,  built  in  1826  to 
haul  granite  to  the  port  of  Neposit.  The  construction  of  this 
road  was  for  the  purpose  of  moving  the  stone  from  quarry 
to  tidewater.  The  stone  was  to  be  used  in  the  construction 
of  Bunker  Hill  Monument.  The  plan  adopted  of  construc- 
tion of  this  piece  of  tramway  was  to  lay  stone  sleepers  across 
the  track,  eight  feet  apart,  upon  which  wooden  rails,  six  inches 
thick  and  twelve  inches  long  were  placed.  On  the  top  of 
these  wooden  rails  iron  plates  three  inches  wide  and  one- 
fourth  of  an  inch  thick  were  fastened  with  spikes.  At  cross- 
ings of  public  roads,  stone  rails  were  used  instead  of  wooden, 
on  the  top  of  which  large  iron  plates,  firmly  bolted  to  the 
stone,  were  placed. 

(13)     Growing  Interest  in  Railroad  Improvement. 
Much  of  the  methods  of  construction  of  the  roadway  and 
other  improvement  in  transportation  were  copied  from  Great 


126        AMERICAN  COMMERCE  ASSOCIATION 

Britain,  but  internal  development  was  progressing  so  rapidly 
that  it  was  positively  necessary  that  something  be  done  in 
order  to  place  before  the  public  and  investing  capitalists  ideas 
concerning  inventions  of  Americans  which  would  tend  to 
develop  the  American  railways  at  a  much  greater  rate  than 
even  those  of  Great  Britain. 

Not  until  Oliver  Evans  and  John  Stevens  began  an  earnest 
campaign  for  railway  improvement,  and  the  organization  in 

1824,  at  Philadelphia,  of  the  "  Pennsylvania  Society  for  the 
Promotion  of  Internal  Improvement  in  the  Commonwealth," 
did  the  desire  for  definite  knowledge  as  to  the  methods  of  con- 
struction of  railways  induce  the  society  to  send  Mr.  William 
Strickland  to  Europe  to  collect  information  relating  to  valu- 
able improvements  in  the  construction  of  canals,  roads,  rail- 
ways, steam  engines,  and  various  industrial  arts. 

Mr.  Strickland  made  numerous  reports,  and  on  June  16, 

1825,  he  made  his  first  report  on  "  Railways  and  Locomotive 
Engines."  He  also  obtained  a  model  of  an  English  locomotive 
which  he  bought  and  forwarded  to  this  country,  and  which 
presumably  embodied  the  first  accurate  and  detailed  repre- 
sentation of  that  important  device  that  had  ever  been  exhibited 
in  the  United  States.  It  is  now  a  standard  curiosity  of  the 
Franklin  Institute. 

At  this  time  in  America,  as  well  as  in  Great  Britain,  there 
was  much  controversy  relative  to  the  merits  of  railways  and 
canals,  and  it  seemed  that  the  transportation  efiforts  of  Amer- 
icans were  based  on  relative  ideas  of  these.  The  canal,  as  the 
most  practical  means,  however,  had  many  supporters,  chiefly 
on  account  of  the  problem  of  materials  which  the  railroad 
adherent  had  not  then  solved. 

Up  to  1825  all  actual  work  had  been  confined  to  a  few 
rail-tramroads,  but  shortly  after  the  publication  of  Mr,  Strick- 
land's report,  the  line  of  the  Mauch  Chtmk  Railroad  was  built 
for  the  purpose  of  carrying  anthracite  coal,  and  when  it  was 
finished,  in  1827,  it  formed  the  longest  and  most  important 
work  of  the  kind  then  existing  in  the  United  States.  Other 
railway  or  tramway  lines  were  built  shortly  after,  or  about 
the  same  time,  for  similar  purposes,  the  leading  object  being 


TRAFFIC  GEOGRAPHY  127 

to  furnish  cheap  transportation  between  coal  mines  located 
in  elevated  mine  regions  and  adjacent  canals  built  on  the 
lower  level  which  corresponded  with  that  of  the  rivers  from 
which  water  supplies  were  drawn. 

These  railroads  or  tramways  required  an  inclined  plane  on 
which  rails  were  laid  and  the  cars  allowed  to  gravitate  to  the 
canal  or  river  level.  An  inclined  plane  with  rails  was 
used  by  the  Lehigh  Coal  and  Navigation  Company  at  the 
early  period  of  1820.  The  original  inclined  plane  at  Mauch 
Chunk  may,  therefore,  be  classed  as  an  important  adjunct  of 
the  early  railways.  A  short  railroad  was  built  in  1827  in 
Schuylkill  county.  Pa.,  to  provide  a  connection  between  coal 
mines  and  the  Schuylkill  canal.  On  the  railway  connecting 
coal  mines  of  Northeastern  Pennsylvania  with  the  Delaware 
&  Hudson  canal,  the  first  American  work  of  a  genuine  locomo- 
tive, imported  from  England,  was  performed. 

There  were  other  contemporaneous  events  of  much  sig- 
nificance, three  of  the  most  important  of  which  were  the 
passage  of  the  act  by  the  Pennsylvania  legislature  in  1828 
which  provided  for  the  construction  of  a  railway,  by  the  State 
of  Pennsylvania,  to  extend  from  Philadelphia  through  the 
cities  of  Lancaster,  Columbia,  and  then  to  York;  the  incor- 
poration by  Maryland  and  other  States,  in  1827  and  1828,  of 
the  Baltimore  &  Ohio  Railway  to  extend  from  Baltimore 
to  some  eligible  point  on  the  Ohio  river;  and  the  incor- 
poration in  1827  of  the  Charleston  &  Hamburg  Railway  in 
South  Carolina. 

The  greatest  advocates  of  railroads  scarcely  ventured  to 
recommend  them,  except  for  passenger  movements  and  for  the 
transportation  of  light  and  costly  articles  of  freight  which 
could  afford  to  pay  high  charges  to  insure  rapid  movement, 
and  railroads  were  built  only  where  canal  construction  would 
have  been  unusually  difficult  and  expensive,  which  then  were 
notably  the  regions  between  Philadelphia  and  Columbia  and 
the  elevations  of  the  Alleghany  mountains.  However,  a 
stage  had  been  reached  where  it  was  acknowledged  by  many 
thinkers  that  there  were  some  routes  over  which  railroads 
could  be  properly  constructed.    It  was  for  a  long  time  difficult 


123        AMERICAN  COMMERCE  ASSOCIATION 

to  secure  means  to  build  new  lines  that  were  not  intended  to 
be  used  mainly  as  substitutes  for  the  portages  or  the  con- 
necting links  between  water  courses.  Probably  the  greatest 
factor  in  influencing  financiers  to  take  up  railroad  construction 
was  the  success  of  the  first  two  English  lines  used  for  general 
traffic,  the  Stockton  &  Darlington,  opened  in  1825,  and  the 
Liverpool  &  Manchester,  opened  in  1829. 

It  could  not  be  logically  intended  that  railroads  were  to 
be  maintained  mainly  for  the  transportation  of  coal  to  the 
canals,  and  while  the  belief  was  prevalent  that  cheaper  trans- 
portation could  be  secured  on  the  natural  or  artificial  water 
routes,  it  nevertheless  is  a  fact  that  coal  and  stone  were  the 
principal  commodities  which  attracted  the  first  railways,  and 
it  was  figured  that  as  the  cost  of  these  commodities  at  the 
place  of  consumption  was  made  up,  in  a  measure,  by  the 
charge  for  moving  it,  that  this  traffic  should  be  moved  by  the 
cheaper  medium,  nevertheless  the  railroads  secured  their 
share  of  the  traffic  and  were  actually  able  to  compete,  for  the 
same  traffic,  with  the  water  routes. 

(14)  The  First  Steam  Railroad. 
The  first  experiment  with  a  locomotive  in  this  country 
was  very  unsatisfactory,  chiefly  on  account  of  the  imperfect 
nature  of  the  railroad,  the  excess  of  the  weight  of  the  engine 
over  the  weight  prescribed  in  the  order  given  for  it,  and  the 
limited  scope  for  locomotive  performance  on  the  short  spaces 
on  the  inclined  plane.  After  doing  all  that  could  be  really 
expected,  the  engine  was  discarded  as  a  thing  of  no  real  utility. 
The  first  engine  reached  this  country  in  May,  1829,  and  was 
put  together  by  Mr.  Horatio  Allen,  Assistant  Chief  Engineer 
of  the  Delaware  &  Hudson  Canal,  and  when  together  it  has 
been  described  as  looking  like  a  "  huge  grasshopper,"  it  had 
so  many  side  rods  and  parts  exposed.  This  engine  weighed 
seven  tons,  instead  of  three  tons  as  ordered,  and  the  railway 
was  not  sufficient  to  support  this  weight.  This  first  engine 
made  a  speed  in  trial  of  ten  miles  per  hour  on  a  very  poorly 
constructed  piece  of  track.  The  name  of  the  engine  was  the 
"  Stourbridge  Lion,"  and  after  this  unsuccessful  trial  it  was 
attached  to  trains  of  coal  cars  and  worked  in  this  manner  for 


TRAFFIC  GEOGRAPHY  129 

some  time,  but  it  could  not  be  employed  to  advantage  on  a 
railroad  so  slightly  constructed  as  this  one  and  be  an  economic 
venture,  considering  the  cost  of  repairs  to  the  track.  After  a 
number  of  years  the  engine  was  taken  apart  and  only  the 
boiler  made  use  of.  The  inventors  of  this  period,  particularly 
those  of  steam  locomotives,  were  classed  as  insane  persons, 
and  their  experiments  and  trials  were  mostly  conducted  in 
secret. 

In  1829  one  hundred  and  fifty  feet  of  railway  track,  of  a 
crude  nature,  was  laid  in  Wentworth  street,  Charleston,  with 
a  four-wheel  car  upon  which  was  placed  forty  bales  of  cotton, 
and  a  mule  was  hitched  to  the  car  and  drew  the  load  with  ease. 
This  developed  the  drawing  capacity  of  the  mule  to  an  extent 
not  dreamed  of  before,  and  inspired  the  thought  with  parties 
conducting  this  trial  that  a  railroad  could  be  run  between 
Charleston  and  Augusta,  with  mule  power,  as  a  successful 
proposition. 

On  April  1,  1830,  one  mile  of  the  South  Carolina  Railroad 
had  been  laid  and  the  first  train  had  started  over  it.  The  train 
consisted  of  a  four-wheeled  car  which  carried  thirteen  persons 
and  three  tons  of  freight  and  was  propelled  by  means  of  a 
large  square  sail  fitted  upon  a  mast.  The  car  made  a  speed  of 
fifteen  miles  an  hour. 

So  little  was  transportation  appreciated  that  it  is  told  of 
a  shipment  of  wheelbarrows  unloaded  at  a  South  Carolina 
point,  the  wheelbarrows  to  be  used  by  slaves,  that  instead  of 
trundling  the  wheelbarrows  along  on  the  ground,  the  slaves 
began  carrying  them  on  their  heads. 

(15)     Beginning  of  the  Great  American  Railroad  Systems. 

The  year  1830  is  fixed  as  the  year  from  which  the  growth 
of  the  American  railway  system  is  generally  dated.  Many  of 
the  difficulties,  both  imaginary  and  real,  were  sufficiently 
overcome  by  this  time  to  render  railway  projects,  of  one  kind 
or  another,  a  subject  of  serious  consideration,  as  nearly  all 
the  localities  in  which  there  had  been  a  gain  of  commerce, 
population,  wealth  and  intelligence  had  pointed  out  the  inade- 
quacy of  the  water  routes  as  the  best  means  of  transportation. 


130        AMERICAN  COMMERCE  ASSOCIATION 

The  railroad  came  as  a  rival  to  the  canal,  stagecoach,  turnpike 
and  steamboat,  all  of  which  were  well  advanced  in  their  essen- 
tial features,  and  it  may  be  remarked  that  the  railroads  came 
to  stay,  for  the  reason  that  the  other  means  of  transportation 
did  not  entirely  satisfy  all  the  public  requirements.  Every 
advance  seems  to  have  come  at  the  expense  of  the  general 
public,  but  they  were  far-sighted  enough  to  cast  aside  their 
prejudices  favorable  to  the  old  means  of  transportation  when 
something  better  and  more  substantial  was  presented.  For 
this  reason  the  canals  and  waterways  as  the  chief  means 
gave  up  to  the  railroads,  which  were  employed  for  the  trans- 
portation of  the  bulk  of  the  people's  commodities. 

The  early  railroads,  as  well  as  the  public,  were  taught  by 
the  example  of  operation  of  the  turnpikes  and  canals  that 
through  corporations  was  the  solution  to  the  proper  handling 
of  enterprises  requiring  so  much  capital. 

Transportation  problems  were  presented  to  the  early  rail- 
way financiers  by  the  advances  made  by  States  for  railway 
construction.  However,  all  States  building  railroads  did  not 
entrust  their  works  to  state  management,  but  to  franchised 
incorporated  companies,  which  constructed  and  carried  on 
the  railway  business. 

The  matter  of  cost  of  shipping  by  locomotive  service,  as 
compared  with  horse-power  service,  was  a  problem  which 
commanded  the  attention  of  those  inaugurating  the  steam 
railroad.  Intricate  questions  arose  in  connection  with  the 
nature  of  the  vehicles  and  motive-power  service.  The  original 
transportation  service  rendered  by  the  railway  was  merely 
to  haul  the  vehicle  of  the  shipper,  and  when  the  carriers 
controlled  and  owned  both  the  road  and  the  vehicles  and 
began  to  engage  in  a  miscellaneous  trafBc  service  there  was 
then  presented  new  problems  for  solution  which  it  may  be 
imagined  were  not  easy  of  disposition.  Serious  objections 
were  made  to  the  substitution  of  steam  locomotives  for  horse 
power  on  account  of  apparent  advance  in  cost,  but  the  speed 
that  was  added  to  the  service  readily  overcame  the  objections, 
and  the  steam  railroad  became  an  institution. 

Improvement  at  all  times  had  been  made  in  the  trans- 


TRAFFIC  GEOGRAPHY  131 

portation  agencies,  and  to-day  we  find  ourselves  not  perplexed 
by  various  practices  of  experiment,  but  we  are  confronted  with 
actual  problems  the  magnitude  of  which  consists  in  the  dis- 
tribution of  the  commodities  of  commerce  by  means  of  the 
carriers,  and  at  a  cost  which  shall  compensate  the  transporta- 
tion company  for  the  service  as  well  as  permit  the  shipper  to 
transport  his  goods. 

The  sum  total  of  engineering  and  mechanical  skill,  in  so 
far  as  transportation  by  land  is  concerned,  is  embodied  in  the 
American  railway  of  to-day,  and  the  problems  as  presented 
are  being  disposed  of  in  a  manner  that  tends  to  create  a 
mutual  good  feeling  between  the  carriers  and  their  patrons. 


CHAPTER  VIII. 

Development  of  the  Classification  and 
Traffic  Territories 

Sec.  1.    Traffic  Flows  and  Markets. 

Sec.  2.    Industrial,  Commercial  and  Traffic  Factors. 

Sec.  3.    Origin  of  Classification  and  Traffic 

Territories. 
Sec.  4.    Origin  of  Freight  Rate  Territories  and 

Rate  Construction  Points. 
Sec  5.    Purposes  of  Traffic  Associations. 
Sec.  6.     Present  Traffic  Associations. 
Sec.  7.    Organization  of  the  Principal  Traffic 

Associations. 


(133) 


CHAPTER  VIII. 

Development  of  the  Classification  and 
Traffic  Territories 

Sec.  1.    TRAFFIC  FLOWS  AND  MARKETS. 

A  surplus  of  a  commodity  in  one  community  and  a  defi- 
ciency of  the  same  commodity  in  another  will  create  a  flow 
of  traffic  between  the  two  communities.  These  flows  of  traffic 
are  of  two  kinds,  (1)  those  within  a  district  or  physiographic 
section,  caused  by  local  variation  from  general  conditions,  and 
(2)  those  between  physiographic  sections  caused  by  varia- 
tion in  the  general  physical  conditions  of  the  sections. 

The  first  are  caused  (1)  by  the  movement  of  raw  material 
within  a  district  to  the  important  industrial  centers  of  the 
district,  and  (2)  the  movement  from  the  distribution  or  com- 
mercial centers  of  manufactured  or  prepared  commodities  to 
the  consumers.  These  local  flows  of  traffic  will  radiate  from 
the  industrial  and  commercial  centers,  and,  while  more  numer- 
ous, will  not  involve  so  extensive  a  movement,  as  to  distance 
traversed,  as  the  second.  The  discussions  of  these  commer- 
cial centers  in  a  previous  chapter  indicate  the  location  and 
extent  of  these  local  flows  of  traffic  and  need  not  be  discussed 
further  here. 

Those  of  the  second  class  are  not  so  obvious,  nor  the  causes 
which  are  responsible  for  them  so  generally  well  known. 
There  are  various  well-defined  flows  of  traffic,  or  established 
channels  of  trade,  by  which  the  various  physiographic  sections 
exchange  their  raw  materials  and  products.  Including  com- 
binations of  one  or  more  of  these,  the  number  is  very  great 
indeed. 

The  most  important  of  these  trade  routes  are  shown  on 
Map  No.  20,  and  are  distinguished  by  numbers  shown  on  the 
lines.* 

*  Map  No.  20  followa  page  136.  (135) 


136        AMERICAN  COMMERCE  ASSOCIATION 

Routes  1,  2,  3  and  4  show  the  all-rail  main  traffic  flows 
between  the  Chicago  district  and  the  Central  States,  on  the 
one  hand,  and  the  North  Atlantic  ports  of  Portland,  Boston, 
New  York,  Philadelphia,  Baltimore  and  Norfolk,  on  the  other. 
Route  9,  in  combination  with  these  four,  shows  the  traffic 
flow  between  the  same  points  via  lake  and  rail.  The  greater 
tonnage  is  east-bound,  and  consists  chiefly  of  grain,  food  and 
meat  products,  and  certain  lines  of  manufactured  articles,  such 
as  agricultural  implements  and  vehicles,  for  consumption  and 
use  in  the  Eastern  States  and  for  export.  The  tonnage  west- 
bound consists  of  imports  and  certain  high-class  manufactured 
products. 

Routes  8  and  10,  in  connection  with  those  just  mentioned, 
show  the  flow  between  Minneapolis  and  the  same  eastern 
points  by  all  rail  and  by  lake  and  rail,  the  tonnage  east-bound 
being  greater,  consisting  of  chiefly  grain  and  its  products, 
and  the  west-bound  tonnage  the  same  as  to  Chicago. 

Routes  5,  6  and  11,  in  connection  with  the  first  four,  show 
the  flows  between  Omaha,  Kansas  City,  St.  Louis  and  points 
in  adjacent  territory  and  the  same  Atlantic  ports  and  East- 
ern States,  the  east-bound  tonnage  being  grain,  food  and  meat 
products,  and  the  west-bound  the  same  as  to  Chicago. 

Route  7  shows,  in  combination  with  19,  the  flows  from 
Kansas  City  and  St.  Louis  through  Memphis,  to  the  south- 
east ports,  such  as  Charleston  and  Savannah,  the  tonnage 
east-bound  being  of  the  same  character  as  to  the  Atlantic 
ports,  and  west-bound,  manufactured  textiles  and  tobacco, 
lumber  and  some  imports. 

Routes  10,  11  and  12,  in  connection  with  Routes  1  to  6, 
inclusive,  show  the  traffic  movements  between  the  Pacific  and 
Inter-Mountain  States,  on  the  one  hand,  and  the  Central  and 
Eastern  States  and  Atlantic  ports  on  the  other.  The  tonnage 
east-bound  is  lumber,  fruit,  cattle,  sheep,  wool  and  minerals, 
west-bound,  manufactured  products. 

Route  13,  the  traffic  flow  between  Pacific  and  southern 
Inter-Mountain  States,  via  rail.  Gulf  and  Ocean,  to  Eastern 
Ports,  the  character  of  the  tonnage  being  as  stated  in  the  last 
preceding  paragraph. 


TRAFFIC  GEOGRAPHY  137 

It  will  be  noted  that  the  flow  of  traffic  along  the  routes 
just  noted  is  east  and  west,  and  that  except  as  to  7,  12  and  13 
they  lie  in  the  northern  portion  of  the  country. 

Route  14  shows  in  a  general  way  the  flow  between  the 
Southern  States  and  the  Eastern  and  New  England  States. 
The  tonnage  north-bound  is  the  raw  materials  of  the  Southern 
States ;  south-bound,  the  manufactured  products  of  the  East- 
ern States. 

Routes  15,  16,  17  and  18,  between  the  Gulf  and  Central 
States,  show  the  tonnage  movement,  north,  of  lumber,  tobacco, 
pig  iron,  phosphate  rock  and  cotton ;  south,  of  grain,  meat  and 
manufactured  products.  These  flows  are  through  the  Ohio 
river  gateways,  namely,  Cincinnati,  Louisville,  Evansville  and 
Cairo. 

Route  19  shows  the  flow  of  traffic  between  the  Gulf  and 
Minneapolis  and  the  Northwest,  by  rail  and  by  water.  The 
exchange  consists  usually  of  the  raw  materials  of  each  section. 

Route  20  shows  the  flow  of  traffic  between  Kansas  City, 
St.  Louis  and  the  Southwest,  consisting  of  the  distribution  of 
manufactured  products  and  a  jobbing  trade  south-bound  and 
raw  materials  north-bound. 

Route  21  shows  the  flow  of  traffic  between  the  Inter- 
Mountain  States  and  the  Gulf,  the  raw  products  of  those 
States  being  the  south-bound  tonnage,  with  comparatively 
little  north-bound  haul.  This  route  has  been  established  as 
a  through  route  for  a  short  line  only,  and  will  become  much 
more  important  with  the  full  operation  of  the  Panama  Canal. 

The  largest  tonnage  of  any  group  of  these  routes  is  the 
rail-lake  haul,  Routes  8  and  9,  of  the  ores  of  Minnesota  and 
upper  Michigan  to  the  furnaces  on  the  south  shores  of  the 
Lake,  as  Chicago,  Cleveland,  etc.,  and  to  the  Pittsburgh  dis- 
trict, and  the  coal  haul  north  from  these  latter  points  to  the 
Northwest. 

It  will  be  noted  that  all  of  these  latter  hauls  are  north  and 
south. 


138         AMERICAN  COMMERCE  ASSOCIATION 

Sec.  2.     INDUSTRIAL,   COMMERCIAL   AND  TRAFFIC 
FACTORS. 

The  question  naturally  presents  itself,  in  considering  these 
flows  of  traffic,  what  particular  factors  controlled  these  loca- 
tions? Why  do  these  follow  the  particular  location  adopted 
rather  than  some  or  any  other  location? 

The  controlling  points  which  establish  the  location  of 
flows  of  traffic  are  of  four  kinds :  (1)  the  termini  of  the  Oceans 
and  the  Gulf;  (2)  the  points  at  which  lake  and  rail  traffic  is 
interchanged,-  and  where  the  obstacle  presented  by  the  cross- 
ing of  the  Great  Lakes  forces  a  detour  in  the  general  direction 
of  the  route ;  or  to  a  favorable  location  for  crossing  the  water 
courses  connecting  the  lakes ;  (3)  the  crossings  of  important 
rivers,  such  as  the  Mississippi,  Ohio  and  Missouri;  (4)  the 
internal  points  between  those  established  by  the  three  causes 
just  mentioned  which  are  determined  either  by  the  distance 
to  other  controlling  points  or  favoring  local  industrial  con- 
ditions. 

The  location  of  the  Gulf  and  Ocean  Ports  is  determined  by 
favorable  conformation  of  the  shore  line  and  depth  of  water 
close  to  it,  so  that  the  cost  of  constructing  docks  for  the  land- 
ing of  vessels  to  load  and  discharge  cargoes  shall  not  be 
excessive,  and  that  the  shipping  within  the  harbor  is  pro- 
tected from  exposure  to  high  winds  and  heavy  seas.  These 
favoring  conditions,  either  entirely  natural  or  improved  by 
artificial  works,  make  the  terminals  of  the  rail  lines  at  the 
harbors  of  Portland,  Boston,  New  York,  Philadelphia,  Balti- 
more, Norfolk,  Charleston  and  Savannah,  on  the  Atlantic 
coast;  of  San  Francisco,  Seattle,  Tacoma  and  Portland,  on  the 
Pacific  coast,  and  of  Galveston,  Port  Arthur,  New  Orleans, 
Mobile  and  Pensacola,  on  the  Gulf  of  Mexico. 

The  second  class  of  points  are  such  cities  as  Buffalo,  Cleve- 
land, Detroit,  Port  Huron,  Chicago  and  Duluth. 

All  rail  east  and  west  bound  routes  between  the  far  West 
and  Northwest,  on  the  one  hand,  and  the  Central  and  Eastern 
States,  on  the  other,  must  pass  either  north  or  south  of  Lake 
Michigan,  as  its  width  of  more  than  eighty  miles  and  depth 
of  water  exceeding  five  hundred  feet,  in  places,  make  the 


TRAFFIC  GEOGRAPHY  139 

cost  of  bridging  it  prohibitive,  in  addition  to  forming  a  serious 
obstacle  to  its  free  navigation. 

Chicago  being  at  the  foot  of  Lake  Michigan  practically 
is  the  focal  point  for  all  lines  coming  from  the  West.  Long 
before  through  lines  of  railroad  were  operating  between  Chi- 
cago and  the  East  the  larger  part  of  the  grain  crop  west  of 
Chicago  came  there  for  trans-shipment  by  lake  to  Buffalo. 
Northern  shores  of  the  Great  Lakes  were  heavily  timbered, 
and  the  foot  of  Lake  Michigan  carried  the  lumber  more  nearly 
to  the  untimbered  prairies  of  the  Central  States  than  any  other 
means  of  available  transportation.  With  obvious  variations 
Cleveland's  position  as  a  controlling  point  is  due  to  the  same 
causes  as  Chicago. 

Duluth  is  the  nearest  lake  port  to  the  wheat-fields  and  flour- 
milling  centers  of  the  Northwest,  and,  as  navigation  on  the 
lakes  is  open  for  six  months  of  the  year,  its  advantages  with 
a  good  harbor,  as  a  trans-shipping  point  for  rail  and  lake 
grain,  are  self-evident. 

The  shortest  distance  between  the  foot  of  Lake  Michigan 
and  Buffalo  lies  across  the  Province  of  Ontario,  in  Canada. 
It  involves,  however,  the  crossing  of  the  waterway  connecting 
Lakes  Huron  and  Erie.  Situated  between  these  two  lakes  is 
St.  Clair  Lake,  which  is  of  considerable  extent  in  itself,  with 
wide  marshes  of  great  extent  along  its  shores. 

There  is  a  river  connecting  St.  Clair  with  the  two  greater 
lakes,  and  at  Port  Huron  and  Detroit  this  connecting  river  is 
scarcely  more  than  fifteen  hundred  feet  in  width. 

This  comparatively  narrow  crossing  converges  all  lines 
crossing  from  the  United  States  into  Ontario  to  these  two 
controlling  points. 

Buffalo  is  at  the  eastern  end  of  Lake  Erie,  where  the 
Niagara  Falls  prohibit  the  passing  of  vessels  from  the  West 
into  Lake  Ontario.  (The  Welland  Canal  passing  the  Falls 
on  the  Canadian  side  was  not  constructed  until  many  years 
after  the  routes  through  Buffalo  were  established.)  Buffalo 
being  at  the  foot  of  Lake  Erie,  where  navigation  from  the 
West  terminated,  and  near  the  head  of  the  Mohawk  valley, 
which  afforded  the  most  feasible  route  of  shipment  toward  the 


140         AMERICAN  COMMERCE  ASSOCIATION 

East,  either  by  rail  or  canal,  became  a  controlling  point  in 
establishing  both  rail  and  lake  rail  routes. 

The  third  class  of  points  are  such  river  gateways  as  Pitts- 
burgh, Cincinnati,  Louisville,  Evansville  and  Cairo  on  the 
Ohio  river;  Memphis,  St.  Louis,  Minneapolis  and  other  cross- 
ings on  the  Mississippi ;  Kansas  City,  Omaha  and  other 
crossings  on  the  Missouri. 

During  the  early  development  of  the  interior  of  this  coun- 
try the  most  important  method  of  transportation,  particularly 
of  such  heavy  materials  as  coal,  ores,  lumber,  and  more  valu- 
able agricultural  products,  such  as  grain  and  cotton,  was  by 
steamboat,  barge  and  raft  on  the  rivers. 

The  Ohio  river  carried  an  east  and  west  flow  of  traffic 
which,  in  large  part,  was  collected  from  and  distributed  to  its 
tributaries  flowing  into  it  from  the  North  and  South.  The 
points  at  which  the  larger  tributaries  entered  the  main  river 
were  the  natural  points  for  collecting  and  distributing  this 
cross  flow  of  traffic  and  they  develop  more  rapidly  than 
intermediate  points. 

The  Ohio  river  is  formed  by  the  Alleghany  and  Mononga- 
hela  rivers,  and  Pittsburgh  is  located  at  their  junction  point. 
These  two  latter  rivers  cut  deeply  through  the  heavy  strata 
that  overlie  the  coal  veins  of  the  Alleghany  plateau,  so  that  in 
many  cases  the  mouth  of  a  shaft,  driven  from  the  surface  into 
the  coal,  may  be  located  on  the  banks  of  the  river  and  the  coal 
taken  from  the  mine  and  dumped  directly  from  the  mine  car 
into  the  river  barge. 

During  all  the  years  of  the  early  development  of  the  Ohio 
and  the  lower  Mississippi  valleys,  these  rivers  near  Pittsburgh 
had  furnished,  by  river  barge,  the  coal  for  domestic  and 
manufacturing  purposes,  and  as  to  cities  and  towns  directly 
on  or  near  the  rivers,  continue  still  to  do  so. 

Naturally  this  production  of  coal  and  economical  trans- 
portation attracted  other  business,  dependent  more  or  less  on 
mining,  and  supplying  the  surrounding  country  with  its 
necessities,  and  it  developed  faster  than  other  communities 
near  it  —  that  is,  it  did  more  business,  had  more  goods  and 
supplies  to  send  out,  and  more  articles  it  needed  to  be  brought 


TRAFFIC  GEOGRAPHY  141 

in,  and  so  developed  the  need  for  transportation  other  than 
by  water,  which  would  enable  it  to  reach  other  markets  and 
sources  of  supply. 

Hence,  when  lines  of  rail  transportation  were  being  estab- 
lished, they  of  necessity  passed  through  the  more  highly 
developed  communities  to  reach  the  maximum  amount  of 
business  to  furnish  the  revenue  to  justify  the  construction  of 
their  lines. 

Cincinnati  is  located  at  the  point  where  the  Licking  river 
from  the  South  and  the  Miami  river  from  the  North  enter  the 
Ohio,  and  its  early  development  may  be  attributed  to  this  fact, 
for  the  reasons  previously  mentioned. 

Louisville  is  situated  at  the  falls  or  rapids  in  the  Ohio 
river.  For  many  years,  before  the  locks  necessary  to  allow 
the  river  traffic  to  pass  the  rapids  were  constructed,  it  was 
a  transfer  point  of  traffic  between  the  upper  and  lower  Ohio 
valley.  Its  earlier  development  may  be  attributed  to  this 
fact. 

Evansville  is  located  on  the  Ohio  between  the  mouths  of 
the  Green  river  in  Kentucky  and  the  Wabash  river,  forming 
the  boundary  between  Indiana  and  Illinois.  The  valleys  of 
both  these  latter  rivers  were  originally  heavily  timbered  with 
the  finest  of  oak  and  poplar  forests.  Coal  mines  were  early 
developed  along  Green  river.  The  enormous  amount  of  tim- 
ber available  developed  Evansville  early  as  a  very  important 
hardwood  lumber  market,  and  attracted  many  manufacturers 
of  furniture  and   lines  using  hardwood   lumber  extensively. 

When  the  needs  of  the  Central  and  Southern  States  became 
so  great  that  the  surplus  of  one  and  the  deficiency  of  the 
other  in  certain  lines  demanded  transportation  so  that 
exchanges  could  be  made  economically,  the  lines  of  communi- 
cation, or  flows  of  traffic,  naturally  passed  through  the  points 
on  the  Ohio  river  which  were  most  fully  developed,  that 
offered  the  most  business  to  the  proposed  new  lines.  The 
crossing  of  such  a  large  stream  was  (and  still  is)  a  matter  of 
very  considerable  importance  to  a  railroad,  and  it  thus  hap- 
pens that  through  the  early  development  of  business  and  the 
saving  of  expense  through  the  division  of  cost  in  constructing 


142         AMERICAN  COMMERCE  ASSOCIATION 

and  maintaining  large  bridges,  these  river  points  became  focal 
and  drew  several  or  many  lines  of  railroad  to  them,  thus 
establishing  north  and  south  flows  of  traffic  between  the 
Central  and  Southern  States. 

The  line  constructed  near  the  east  bank  of  the  Mississippi 
river  from  the  Gulf  to  the  Ohio  river  followed  closely  the 
river  bottoms  to  carry  their  heavy  agricultural  production, 
and  so,  of  necessity,  crossed  the  Ohio  river  at  Cairo.  The 
annual  overflow  of  the  Ohio  river  has  prevented  any  con- 
siderable local  business  development  at  that  point. 

St.  Louis,  on  the  Mississippi  near  the  mouth  of  the  Mis- 
souri river,  developed  early  because  of  the  immense  territory 
in  the  Mississippi  and  Missouri  river  valleys,  which  were 
tributary  to  it  through  the  fact  that  these  two  rivers  furnished 
the  only  economical  transportation  for  their  production  and 
the  two  flows  met  there,  making  a  natural  point  of  exchange, 
of  collection  and  of  distribution. 

Minneapolis  and  St.  Paul  are  at  the  head  of  navigation  on 
the  Mississippi  river.  In  addition  the  falls  in  the  river  at 
Minneapolis  furnished  cheap  power  for  grinding  the  grain  of 
the  Northwest,  and  naturally  the  business  of  the  entire  section 
centered  there. 

The  needs  of  western  Tennessee,  northern  Alabama,  and 
Georgia  for  an  outlet  on  the  Atlantic  coast  caused  the  con- 
struction at  an  early  date  of  the  railroad  from  Memphis  to 
Charleston,  South  Carolina.  The  needs  of  Kansas  City  for 
competing  transportation  to  the  Atlantic  coast  led  to  the 
construction  of  the  line  from  Kansas  City  to  Memphis. 

The  building  of  a  bridge  at  Memphis  —  the  farthest 
south  bridge  crossing  the  Mississippi  river  —  attracted,  for 
the  same  reasons  as  those  given  for  the  Ohio  river  crossings, 
other  railways  which  established  a  flow  of  traffic  through 
Memphis. 

The  crossings  of  the  upper  Mississippi  river  are  not  so 
important  as  to  cost  as  those  heretofore  mentioned.  Most  of 
the  railroads  connecting  Kansas  City  and  Omaha  with  Chi- 
cago and  the  Central  States  have  constructed  bridges  indi- 
vidually at  points  most  convenient  to  their  lines.     In  most 


TRAFFIC  GEOGRAPHY  143 

cases  the  bridges  are  used  by  one  road  only,  rarely  by  more 
than  two.  There  is  a  very  large  flow  of  traffic  over  these 
crossings  in  the  aggregate,  but  it  is  divided  between  many, 
rather  than  confined  to  several,  as  in  the  case  of  the  Ohio  river 
points. 

Kansas  City,  located  at  the  junction  of  the  Kansas  and 
Missouri  rivers,  and  Omaha,  at  the  junction  of  the  Platte  and 
the  Missouri,  are  on  the  line  between  the  great  central  manu- 
facturing district  and  the  range  country. 

The  valleys  of  these  smaller  rivers  were  the  first  cultivated 
lands  in  the  western  country,  and  they  afforded  the  best  loca- 
tion for  the  trails  over  which  the  range  cattle  were  brought 
to  market,  as  well  as  for  the  most  economical  location  of  the 
transcontinental  railroads  which  came  later.  These  condi- 
tions made  these  two  points  the  natural  distribution  points 
for  a  vast  country  to  the  west,  and  the  logical  points  for  the 
location  of  the  packing  industry  to  afford  a  market  for  the 
range  country.  The  central  and  southern  flows  of  traffic 
between  the  Pacific  coast  and  the  Central  States  were  thus 
drawn  to  these  points. 

The  fourth  class  of  points  is  illustrated  best  by  Atlanta, 
Birmingham  and  Indianapolis. 

The  distance  between  the  points  established,  as  just  shown, 
is  in  some  cases  considerable,  while  the  country  traversed 
may  be  fertile  and  support  a  large  population  demanding 
near-by  points  of  distribution. 

Hence  it  happens  that  a  locality  with  no  marked  natural 
advantage  over  that  of  many  others  in  its  vicinity  attracts  a 
large  concentrated  business  interest  which  draws  traffic  in  its 
flows  between  more  distant  points.  Indianapolis  and  Atlanta 
are  examples  of  this  condition,  both  of  them  being  important 
railroad  centers  from  which  many  lines  radiate,  but  with  no 
advantages  not  possessed  by  many  other  localities  near  them. 

Birmingham  and  its  vicinity  contains  all  of  the  elements  — 
coal,  iron  ore  and  limestone  —  for  the  manufacture  of  pig 
iron,  with  hauls  shorter  than  any  other  district  in  the  country. 
This  creates  a  flow  of  product  out  of,  and  of  supplies  into, 


144         AMERICAN  COM^IERCE  ASSOCIATION 

this  district  of  large  extent  and  thus  draws  all  lines  of  rail- 
road in  the  section  to  it. 

It  should  be  remembered  in  studying  these  trafific  flows 
and  the  reasons  underlying  their  location,  that  these  routes 
were  established  piecemeal.  None  of  them  were  developed 
at  once.  While  many  of  them  were  designed  to  be  completed 
by  continuous  construction  work  from  the  inception  of  the 
enterprise,  the  limitations  of  available  capital  and  disappoint- 
ment in  the  returns  from  the  roads  first  constructed  delayed 
for  many  years  the  entire  fulfillment  of  the  original  design. 

The  causes  controlling  the  location  of  the  great  trade 
routes  operated  to  alter  many  routes  designed  without  regard 
to  natural  and  favorable  conditions.  The  fact  which  this  dis- 
cussion seeks  to  bring  out  clearly,  is  that  transportation  must 
be  adapted  to  the  business  it  serves.  Artificial  stimulus  or 
repression  can  not  alter  its  routes,  which  are  established  by 
natural  causes  —  not  arbitrarily. 

Sec.    3.      THE    ORIGIN    OF    CLASSIFICATION    AND 
TRAFFIC  TERRITORIES. 

It  is  estimated  that  there  are  about  twenty-five  thousand 
different  articles  offered  for  transportation,  when  differently 
packed  and  described.  It  is  obvious  that  the  carriers  could 
not  make  a  different  rate  on  every  one  of  these  different 
articles,  between  every  one  of  the  thousands  of  different  ship- 
ping points  in  the  United  States.  In  order  to  simplify  the 
work  of  making  rates  on  such  a  vast  number  of  articles,  the 
railroads  of  the  United  States  finally  adopted  a  method  of 
placing  all  articles  which  have  traffic  likenesses  in  defined 
classes  and  charging  a  certain  rate  on  all  articles  belonging 
to  a  given  class. 

The  early  development  of  the  classification  of  freight  by 
the  railways  in  the  United  States  was  not  along  any  very 
definite  lines.  Acting  independently,  carriers  originally 
adopted  individual  classifications.  It  has  been  estimated  that 
there  were  at  one  time  more  than  a  hundred  distinct  classi- 
fications in  Trunk  Line  Territory,  varying  in  the  number  of 
classes  provided,  each  classification  built  up  independently  of 


TRAFFIC  GEOGRAPHY  145 

all  others,  to  serve  the  needs  of  the  particular  road  to  which 
it  applied. 

The  formation  of  through  routes  over  connecting  lines  and 
the  growth  of  through  traffic  necessitated  the  establishment 
of  classifications  in  harmony,  in  addition  to  those  adopted  by- 
each  separate  carrier  for  its  own  traffic.  Railroad  companies 
also  established  classifications  for  through  traffic  in  various 
sections  of  the  country,  some  covering  large  and  some  small 
areas.  The  classifications  so  formed,  all  of  which  were  later 
absorbed  by  the  Official  Classificafion,  were  the  Trunk  Lines 
West-bound  Classification,  the  East-bound  Classification,  the 
Joint  Merchandise  Freight  Classification,  the  Middle  and 
Western  States  Classification,  and  the  East  and  the  South- 
bound Classification. 

As  a  result  of  this  multiplicity  of  classifications  there  was 
great  confusion  in  the  traffic  situation.  In  very  many  cases 
two  or  more  classifications  were  in  force  on  one  road,  one  for 
local  traffic,  one  for  through  traffic  in  one  direction,  another 
for  traffic  in  the  opposite  direction,  and  a  fourth,  perhaps,  for 
traffic  coming  from  or  going  to  a  particular  section  of  the 
country.  In  1883  the  Wabash  Railroad  Company  had  nine 
different  classifications  in  effect  for  traffic  originating  on  its 
line.  The  existence  of  so  many  classifications  was  annoying 
to  the  public  and  necessarily  resulted  in  constant  embarrass- 
ment in  the  interchange  of  traffic  between  the  roads.  Traffic 
managers  and  agents  found  it  difficult  to  quote  rates  on 
through  traffic  with  any  degree  of  accuracy,  and  the  owners 
of  the  freight  were  frequently  subjected  to  the  payment  of 
freight  charges  not  in  accord  with  what  they  had  anticipated. 

The  prohibition  of  unreasonable  discrimination  by  the 
Interstate  Commerce  Act  of  1887  stimulated  the  movement 
for  consolidation  and  uniformity  of  classification.  It  was 
recognized  by  railroad  officials  that  they  could  not  observe 
the  law  without  establishing  greater  uniformity  of  descrip- 
tion and  rating  on  commodities,  as  well  as  uniformity  in 
minimum  carload  weights.  The  method  and  manner  of  mak- 
ing classification  rests  with  carriers,  and  it  is  noticeable  that 
they  are  daily  coming  nearer  to  the  ideal  in  this  matter. 


146         AMERICAN  COMMERCE  ASSOCIATION 

The  first  important  step  in  that  direction  was  the  estab- 
lishment of  the  Official  Classification,  which  was  put  in  force 
in  1887,  contemporaneously  with  the  taking  effect  of  the  Act 
to  Regulate  Commerce.  This  classification  was  generally 
adopted  throughout  the  territory  north  of  the  Ohio  and  Poto- 
mac rivers  and  east  of  the  line  roughly  drawn  from  Chicago 
to  St.  Louis  and  the  junction  of  the  Mississippi  with  the  Ohio. 
There  were  at  this  time  131  railway  companies  within  Official 
Classification  Territory,  many  of  which  still  had  a  separate 
local  classification.  At  first  the  Official  Classification  did  not 
entirely  displace  all  others  within  the  territory  which  it  cov- 
ered. Of  the  total  number  of  roads  using  it  in  1888,  eighty- 
seven  used  the  Official  Classification  exclusively,  thirty-five 
used  one  other  and  nine  used  two  others. 

In  1882  the  Joint  Western  Classification,  the  forerunner 
of  the  present  Western  Classification,  was  adopted  by  certain 
roads  running  west  from  Chicago,  and  became  effective  in 
1883.  The  roads  making  use  of  the  Western  Classification 
steadily  increased  in  number,  until  in  June,  1889,  there  were 
sixty-nine.  During  the  same  year  the  roads  that  formed  the 
Texas  association  and  also  the  Trans-Continental  Lines  used 
the  classification,  so  that  by  the  end  of  the  year  practically 
all  the  railways  operating  throughout  the  territory  from  Chi- 
cago and  St.  Louis  to  the  Pacific  coast  had  adopted  it. 

By  1889  the  lines  south  of  the  Ohio  river  and  east  of  the 
Mississippi  river  had  adopted  the  classification  of  the  South- 
ern Railway  and  Steamship  Association,  later  designated  as 
the  Southern  Classification.  At  the  present  time  these  three 
great  classifications,  the  Official,  Western  and  Southern,  sub- 
ject to  exception  sheets  and  commodity  rates  of  the  individual 
carriers,  the  limited  use  of  certain  State  classifications,  and 
the  Canadian  Classification,  are  the  only  classifications  apply- 
ing to  interstate  traffic.  Occasionally,  however,  these  classi- 
fications overlap.  Confusion  arises  particularly  in  shipping 
to  and  from  a  point  located  comparatively  near  a  classifica- 
tion boundary.  St.  Louis,  for  instance,  uses  the  Official 
Classification  for  freight  east-bound  beyond  the  Illinois- 
Indiana  State  line,  the  Illinois  classification  on  some  ship- 


TRAFFIC  GEOGRAPHY  147 

ments  to  points  in  Illinois,  the  Western  for  west-bound  freight, 
and  the  Southern  for  south-bound  freight,  and  the  rules  and 
regulations  of  the  Trans-Continental  Freight  Bureau  on  com- 
modity rates  in  the  Trans-Continental  tariffs  on  shipments  for 
Pacific  coast  points. 

In  order  to  meet  all  of  the  necessary  transportation,  com- 
mercial and  industrial  conditions  incident  to  traffic,  including 
the  amount  of  tonnage  moving,  the  cost  of  moving  it,  the  kind 
of  equipment  required,  and  all  other  factors  which  are  deter- 
mined by  territorial  location,  the  railroads  in  the  United 
States  have  adopted  therefore  the  three  general  interstate 
Classifications  known  as  the  Official,  Western  and  the  South- 
ern Classifications.  Each  of  these  is  under  the  jurisdiction 
of  a  classification  committee  bearing  the  same  names  as  the 
classification,  and  prescribes  the  ratings,  rules  and  regulations 
governing  shipments  of  goods  offered  to  railroads  which  are 
members  of  the  various  respective  classification  committees, 
or  other  carriers  not  members,  adopting  the  classification. 
Map  No.  17*,  shows  graphically  the  territory  in  which  each  of 
these  classifications  apply  on  interstate  traffic. 

You  should  therefore  fix  in  your  mind  the  essential  point 
that  the  Official,  Southern  and  Western  Classification  com- 
mittees, in  a  general  way,  determine  the  classification  of  all 
articles,  except  where  state  classifications  are  in  effect,  offered 
for  transportation  to  carriers  operating  in  the  United  States. 

The  applications  of  the  various  classifications  are  not 
absolute  as  to  territorial  boundaries.  We  find,  therefore, 
tariffs  applying  in  one  classification  territory  governed  by 
the  schedule  of  some  other  classification  committee. 

There  are  two  kinds  of  committees  which  are  instrumental 
in  making  the  basis  for  freight  charges  (1)  Classification  Com- 
mittees, and  (2)  Traffic  Associations  or  Rate  Committees.  It 
is  the  function  of  the  classification  committees  to  provide 
classification;  to  arrange  articles  having  practically  the  same 
transportation  qualities  into  groups  or  classes.  It  is  the  func- 
tion of  the  rate  committees  and  general  freight  department  of 
the  railroads   to   establish   rates   on   the   various   classes   or 

•  Map  No.  17  follows  page  168. 


148        AMERICAN  COMMERCE  ASSOCIATION 

groups  of  goods  prepared  by  classification  committees,  or 
make  exceptions  on  certain  commodities,  which  rates  are 
known  as  commodity  rates. 

Sec.  4.     ORIGIN   OF  FREIGHT   RATE  TERRITORIES 
AND  RATE  CONSTRUCTION  POINTS. 

There  are  many  factors  which  enter  into  the  making  of 
freight  rates  which  are  not  apparent  until  the  task  of  making 
rates  confronts  you  as  a  real  concrete  problem.  It  is  not  the 
purpose,  at  this  point,  to  go  into  detail  as  to  the  methods  used 
in  constructing  or  making  freight  rates,  but  to  simply  point 
out  some  factors  which  must  be  considered  which  will  assist 
to  a  more  thorough  understanding  of  the  reason  for  the  traffic 
territories,  rate  zones,  and  basing  or  rate  construction  points. 

With  our  present  knowledge  of  the  cost  of  transporting 
any  unit  of  freight  between  two  points,  it  is  not  possible  to 
establish  a  freight  charge  on  any  given  shipment  on  an  abso- 
lutely scientific  basis.  There  are  so  many  considerations 
and  such  an  endless  variety  of  circumstances  and  conditions 
which  afifect  the  cost  of  transportation,  that  it  is  impossible 
from  observation,  experience,  or  from  calculation,  to  formu- 
late general  rules,  or  establish  workable  theories  for  the  mak- 
ing of  absolute  freight  rates. 

Transportation  is  a  public  service.  Two  classes  of  people 
must  be  served  and  benefited.  First,  the  shippers,  and  second, 
those  who  invest  their  money  in  the  transportation  lines.  The 
freight  rates  must  be  low  enough,  after  paying  a  reasonable 
dividend,  to  insure  the  greatest  profit  to  the  shipper  and  the 
lowest  purchase  price  to  the  consumer  and  enable  the  shipper 
to  compete  in  various  territories. 

If  it  were  possible  to  determine  the  cost  of  shipping  any 
unit  of  freight  between  two  points,  the  question  of  making 
freight  rates  would  not  be  difficult  of  solution.  The  actual 
transportation  cost  of  any  unit  of  freight,  however,  can  not 
be  ascertained  precisely.  Moreover,  it  can  not  be  estimated 
in  advance,  as  the  volume  of  traffic  which  will  be  offered  for 
shipment  over  any  given  line,  during  any  particular  period, 
can  not  be  actually  known.    For  these  reasons  it  is  impossible 


Map  No.  18.    Major  Traffic  Associations. 


MAJOR 

TRAFFIC 
ASSOCIATIONS 


Designed  and  compiled  for  The  American  Commerce  Association  by  ilark  \V3n10nd,  C'.E. 


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TRAFFIC  GEOGRAPHY  149 

to  accurately  estimate  in  advance  the  actual  earnings  of  any- 
particular  line  of  railroad,  either  on  total  tonnage  or  specific 
shipments. 

If  the  freight  rate  is  too  high,  the  selling  price  of  goods 
shipped  may  be  too  high,  and  therefore  the  traffic  can  not 
move  freely.  If  the  freight  rate  is  too  low,  the  common  car- 
rier can  not  maintain  facilities  for  transporting  the  goods  to 
market,  in  which  case  the  shipper,  carrier  and  consignee  will 
suffer,  involving  a  loss  to  all  concerned.  The  freight  rates, 
therefore,  must  be  established  on  some  level  which  can  only 
be  determined  by  analyzing  certain  circumstances  and  condi- 
tions, governing  the  movement  of  the  traffic. 

In  many  cases  the  railroad  companies  have  little  control 
over  their  freight  rates.  They  usually  adjust  their  charges 
to  conditions  and  circumstances.  In  a  zone  of  great  traffic 
density,  however,  the  freight  charge,  which  may  permit  the 
traffic  to  move,  might  be  very  much  greater  than  the  amount 
sufficient  to  produce  a  reasonable  earning  on  the  railroad 
investment.  Any  advance  in  rates  above  the  point  which  will 
pay  a  reasonable  revenue  to  the  carrier  must  come  out  of 
either  the  profits  of  the  shippers  or  be  added  to  the  selling 
price  of  the  goods  and  paid  by  the  consumer. 

Government  regulation  of  freight  rates  tends  toward  sta- 
bility, and  stability  is  necessary  before  you  can  establish  th^ 
lowest  possible  rates  which  will  permit  the  traffic  to  move 
freely,  and  at  the  same  time  pay  a  reasonable  return  on  the 
money  invested  in  the  transportation  companies. 

There  are  many  difficulties  attending  the  making  of  freight 
rates  in  the  various  territories  of  the  country,  all  of  which  are 
characterized  by  many  traffic  differences.  None  of  the  duties 
placed  upon  the  Interstate  Commerce  Commission  by  the 
Act  to  Regulate  Commerce  are  more  perplexing  and  difficult 
than  those  of  determining  what  are  reasonable  and  unreason- 
able rates.  The  question  of  reasonableness  of  rates  involves 
so  many  considerations,  and  it  is  affected  by  so  many  circum- 
stances and  conditions  which  at  first  seem  foreign  to  the  sub- 
ject, that  it  is  quite  impossible  to  deal  with  it  on  a  purely 
matherpatical  basis,  or  establish  any  principles  without  a  con- 


150        AMERICAN  COMMERCE  ASSOCIATION 

sciousness  that  no  conclusion  which  may  be  reached  can  be 
demonstrated  as  absolutely  correct.  It  has  been  shown  that 
to  take  each  class  of  freight  by  itself  and  measure  the  reason- 
ableness of  charges  by  reference  to  the  cost  of  transporting 
that  particular  class,  though  it  might  seem  abstractly  just, 
would  neither  be  practicable  for  the  carriers  nor  consistent 
with  public  interest. 

The  difficulties  here  referred  to,  of  passing  upon  the  ques- 
tion of  reasonableness  of  rates,  are  doubtless  very  great  to 
both  the  shipper  and  the  carrier,  but  how  much  greater  must 
be  the  difficulties  to  the  carrier  in  making  their  freight  tariffs? 
The  rates  on  freight  must  be  sufficiently  low  to  result  in  the 
development  of  the  largest  amount  of  traffic,  and  at  the  same 
time  they  must  be  high  enough  to  produce  sufficient  revenue 
to  pay  for  the  cost  of  maintenance  and  operation  of  the  roads 
and  a  reasonable  interest  on  the  investment. 

The  rates  must  in  no  case  exceed  the  value,  to  the  public, 
of  the  service  rendered,  which  is  determined  by  commercial 
laws,  by  competition  of  products  with  products,  by  the  value 
of  the  article  of  freight  at  the  place  of  production  or  manu- 
facture and  the  places  of  consumption,  and  by  other  circum- 
stances and  conditions.  The  rates  must  be  strictly  in 
compliance  with  the  laws  of  the  States,  and  with  the  Act  to 
Regulate  Commerce.  They  must  comply  with  the  Second 
section  of  the  Act,  which  prohibits  unjust  discrimination 
against  persons  or  corporations;  they  must  comply  with  the 
Third  section  of  the  Act,  which  provides  that  there  shall  be  no 
undue  or  unreasonable  preference  or  advantage  given  to  any 
particular  person,  company,  firm,  corporation  or  locality,  or 
to  any  particular  description  of  traffic,  in  any  respect  whatso- 
ever, and  they  must  also  comply  with  the  Fourth  section  of 
the  Act,  which  declares  that  it  shall  be  unlawful  to  charge  or 
receive  any  greater  compensation  in  the  aggregate  for  the 
transportation  of  property,  for  a  shorter  than  for  a  longer 
distance  over  the  same  line  in  the  same  direction,  except  by 
approval  of  the  Interstate  Commerce  Commission. 

It  might  be  apropos  to  state,  if  it  were  possible,  what  is 


TRAFFIC  GEOGRAPHY  151 

permitted  rather  than  the  prohibitions.     Rate-making  might 
be  termed  the  science  of  construing  negative  provisions. 

It  is  not  sufficient  that  the  rates  be  just  and  reasonable  in 
and  of  themselves.  They  must  also  be  relatively  reasonable. 
They  may  be  both  reasonable  in  and  of  themselves,  and  rela- 
tively reasonable,  and  yet  in  conflict  with  the  long  and  short 
haul  clause  of  the  Act. 

Fourth  section  complications  are  many,  and  it  will  become 
apparent,  if,  in  order  to  remove  the  difficulty,  the  rates  to  and 
from  intermediate  points  are  reduced,  that  the  loss  of  revenue 
may  be  so  great  that  the  railroad  companies  may  find  them- 
selves unable  to  pay  the  cost  of  maintaining  and  operating 
their  roads,  as  the  local  traffic  is  so  diversified  and  of  such  a 
character  as  to  require  much  handling  by  train  crews  at  above 
the  average  cost  of  freight  handling  and  decidedly  more  than 
the  traffic  can  bear. 

The  establishment  of  equitable  freight  rates  on  the  articles 
of  commerce  oflfered  for  shipment  requires  the  makers  of 
freight  rates  to  familiarize  themselves  with  the  various  com- 
mercial and  industrial  conditions  in  the  country  which  directly 
affect  both  the  carriers  and  the  shippers.  It  would  be  inter- 
esting to  trace  the  development  of  rate-making  from  the  simple 
rate  sheets  of  early  days  to  the  highly  complex  freight  tariffs 
with  the  elaborate  classifications,  embracing  thousands  of 
articles,  and  note  the  influence  and  effect  of  surrounding  cir- 
cumstances that  necessitated,  from  time  to  time,  modifications 
and  additions. 

The  cost  of  the  movement  of  freight  is  a  small  portion  of 
the  total  cost  of  transportation.  In  fact,  it  is  claimed  that  the 
constant  or  fixed  expense  of  the  railroad  is  about  sixty  per 
cent  of  the  revenue.  The  largest  portion  of  the  cost,  therefore, 
is  fixed  and  must  be  maintained  without  regard  to  the  volume 
of  traffic.  Most  of  the  questions  involved  in  the  fixing  and 
adjusting  of  freight  rates  are  of  a  commercial  and  economic 
character,  and  therefore  subjected  to  commercial  and  economic 
laws. 

One  of  the  most  important,  and  in  many  cases  the  con- 
trolling factor  in  fixing  rates,  is  competition.     This  compe- 


152        AMERICAN  COMMERCE  ASSOCIATION 

tition  is  between  carriers  by  rail,  competition  between  rail 
and  water  carriers,  competition  with  water  lines,  competition 
between  markets  and  competition  of  products  with  other 
products. 

Competition  is  the  act  of  striving  for  something  that  is 
sought  for  by  another  at  the  same  time.  To-day  there  are 
but  two  kinds  of  competition  —  direct  and  indirect.  Before 
government  regulation  there  were  two  kinds  of  competition  — 
legitimate  or  healthy  competition,  which  is  the  life  of  trade, 
and  illegitimate  or  unhealthy  competition,  which  resulted  in 
the  ruin  of  trade  and  the  ruin  of  all  engaged  in  the  practice. 
Illegitimate  competition  between  carriers  resulted  from  a 
struggle  on  the  part  of  one  to  get  more  than  its  share  of  com- 
petitive traffic,  by  means  not  now  considered  ethical,  resulting 
in  a  temporary  benefit  to  it  and  ruin  to  the  other.  That  kind 
of  competition  has  resulted  in  rate  wars.  The  principal 
weapon  used  in  a  "  rate  war  "  was  a  radical  reduction  in  rates. 
In  many  cases  the  competitors  were  forced  into  bankruptcy. 
This,  however,  did  not  mean  victory  for  the  survivor,  because 
at  the  close  of  the  controversy  the  main  issues  between  them 
were  unsettled.  The  law  of  evolution,  which  decrees  "  that 
the  fittest  shall  survive,"  can  not  apply  to  competition  between 
railroads,  simply  because  the  railroad  renders  a  public  service 
on  a  non-competitive  basis  as  far  as  rates  and  service  are 
concerned. 

The  railroads  of  to-day  do  not  engage  in  rate  wars.  After 
the  construction  and  equipment  of  their  roads  they  have  a 
large  constant  expense  to  be  maintained,  and  are  therefore 
induced  to  secure  the  largest  possible  tonnage.  The  extremely 
low  rates,  caused  by  rate  wars,  deplete  the  revenues  of  the 
railroads  and  necessitate  retrenchment  and  a  consequent 
reduction  of  wages  of  employees.  Manufacturing  interests 
connected  with  railroads  also  are  compelled  to  suffer  by  reduc- 
tion of  expenses  forced  upon  railroads  by  diminished  earn- 
ings. The  most  serious  evils  that  result  from  unrestrained 
competition  fall  upon  mercantile  communities  whose  best 
interests  require  that  rates  of  transportation  shall  be  just, 
reasonable   and   non-discriminatory.     Fluctuating   rates   are 


TRAFFIC  GEOGRAPHY  153 

very  injurious  to  the  development  of  commerce.  The  Inter- 
state Commerce  Law  requires  a  public  carrier  to  furnish  to 
all  people  just  and  reasonable  rates,  but  under  free  competi- 
tion. It  is  difficult  for  railroads  to  fully  comply  with  the  law, 
as  from  their  very  nature  they  are  a  monopoly. 

Competition  between  railroads  differs  materially  from 
commercial  competition.  The  effect  of  the  competition 
between  industries  is  more  or  less  local  and  confined  only  to 
certain  branches  of  commerce.  Competition  between  railroads 
affects  all  branches,  and  even  the  entire  commerce  and  the 
industries,  of  a  large  section  of  the  country.  Owing  to  the 
interdependence  of  rates,  rate  wars  between  two  railroads  of 
one  section  may  involve  many  other  railroads,  even  though 
these  sections  are  remote.  It  will  be  seen  that  there  are  so 
many  factors  entering  into  the  making  of  rates  that  the  prob- 
lem becomes  very  intricate. 

It  is  believed,  by  the  best  authorities,  that  if  each  carrier 
were  left  alone  to  make  its  rates  and  charges,  maybe  different 
from  those  of  all  the  others  for  the  same  services,  there  could 
be  no  uniformity  or  stability  of  rates,  and  there  would  be 
constant  changes  and,  of  course,  discrimination  of  all  kinds. 
Experience  has  pointed  out  that  the  important  work  of  mak- 
ing rates  is  best  accomplished  by  associations  and  committees 
representing  the  various  carriers.  This  condition  has  given 
rise  to  the  various  traffic  associations. 

Sec.  5.    PURPOSES  OF  TRAFFIC  ASSOCIATIONS. 

The  country,  for  the  purpose  of  rate-making,  is  divided 
into  various  traffic  territories.  Within  these  territories  are 
points  known  as  "  Basing  Points,"  which  serve  as  a  base  upon 
which  rates  are  computed  to  other  points.  The  committees 
and  associations,  composed  of  representatives  of  the  railroads 
having  jurisdiction  over  the  various  traffic  territories,  deter- 
mine how  rates  shall  be  made,  and  what  points  shall  be  used 
as  points  on  which  to  base  rates. 

Rates  from  Central  Freight  Association  Territory  east- 
bound  are  based  upon  the  Chicago-New  York  rates.  To 
Boston  the  rates  are  the  following:    differentials  7-6-5-4-3-2, 


154         AMERICAN  COMMERCE  ASSOCIATION 

over  the  New  York  rate,  Philadelphia  takes  2  cents  under 
New  York,  and  Baltimore  3  cents  under  New  York,  on  all 
classes  and  commodities. 

The  railroads  endeavor  to  "  line  up  their  tariffs,"  as  they 
say  in  railroad  circles,  so  as  not  to  conflict  with  the  law,  and 
with  each  other.  However,  owing  to  the  demands  for  a  lower 
rate  upon  particular  traffic,  due  to  commercial  conditions, 
changes  in  rates  are  put  into  effect,  through  the  application  of 
which  the  rates  to  base  points  are  sometimes  entirely  altered, 
and  as  a  natural  consequence  the  rates  related  thereto  or 
basing  thereon  are  also  modified  correspondingly. 

In  making  tariffs,  basing  points  in  the  various  territories 
are  used,  and  other  rates  are  based  thereon.  After  these  rates 
have  been  published  for  a  time  they  become  a  permanent 
basis  for  freight  charges,  and  all  other  rates  are  affected  by 
their  variations.  In  the  issuance  of  tariffs  the  rates  are  usually 
carefully  compiled,  with  due  regard  to  avoiding  conflict  with 
the  law  and  by  taking  into  consideration  all  factors,  such  as 
mileage,  competition,  etc.  These  tariffs,  when  lawfully  on 
file  with  the  Interstate  Commerce  Commission,  then  become 
the  recognized  basis  for  transportation  charges. 

The  tariffs  are  broad  and  comprehensive,  and  are  the  foun- 
dation of  railroad  freight  charges.  Hardly  are  these  rates 
published,  however,  before  the  demands  of  competition,  the 
demands  of  certain  interests  for  lower  rates,  and  the  possible 
discovery  that  discrimination  exists  on  some  line  of  traffic,  or 
against  some  locality,  cause  an  adjustment  of  the  rates,  which 
adjustment  causes  still  other  discriminations,  and  thus  the 
process  of  changing  rates  to  meet  commercial,  industrial  and 
transportation  conditions  goes  on,  making  the  problem  more 
and  more  intricate. 

The  function  of  the  freight  rate  committees  and  associa- 
tions is  to  establish  freight  rates  on  the  articles  which  have 
been  classified  by  the  classification  committees,  or  to  make 
special  rates  on  certain  articles  and  removing  them  entirely 
from  the  classifications  when  traffic  conditions  demand  it. 
Such  special  rates  are  known  as  commodity  rates.  The  estab- 
lishment of  Traffic  Territories,  Rate  Zones,  and  Committees 


TRAFFIC  GEOGRAPHY  155 

which  have  jurisdiction  over  them,  is  the  result  of  an  attempt 
on  the  part  of  the  railroad  to  adjust  rates  to  meet  all  of  the 
various  industrial,  traffic  and  commercial  conditions  of  the 
country  in  a  businesslike  and  economic  manner. 

For  the  purpose  of  establishing  just  and  equitable  rates 
and  avoiding  a  multiplicity  of  rates  applicable  on  the  same 
traffic  the  various  freight  traffic  associations  of  the  country 
have  been  organized,  each  having  jurisdiction  over  a  certain 
section  of  the  country. 

It  is  evident  that  the  transportation  service  of  the  carriers 
should  be  rendered  to  the  public  as  a  unit.  There  should  be 
uniformity  in  the  service,  and  it  should  be  developed  to  the 
highest  degree  of  perfection.  This  can  only  be  attained  when 
it  is  possible  for  shippers  to  offer  their  goods  at  any  one  point 
in  the  country,  and  have  them  transported  to  any  other  point, 
with  the  least  expense  and  with  the  greatest  convenience, 
notwithstanding  that  the  shipments  may  pass  over  the  lines 
of  many  different  carriers.  In  order  to  perfect  this  complete 
service  it  is  necessary  that  the  various  carriers  cooperate  with 
each  other.  This  is  best  accomplished  through  traffic  asso- 
ciations. 

The  conditions  which  existed  before  the  traffic  associations 
were  organized  is  well  brought  out  in  the  resolutions  adopted 
by  one  of  the  early  traffic  associations,  as  follows : 

"  Whereas,  The  ruinous  competition  now  existing  between 
railroad  lines  represents  the  demand  for  the  speedy  change 
and  a  prompt  return  to  remunerative  rates  of  transportation; 
and 

"  Whereas,  The  disreputable  custom  that  has,  in  the  past 
few  years,  grown  up  of  paying  bribes  to  obtain  business  over 
competing  lines,  has  so  demoralized  railway  management  and 
the  communities  through  which  the  railways  operate,  that  a 
prompt  and  radical  change  is  called  for  by  every  consideration 
of  honor  and  honesty ;  therefore,  be  it 

"  Resolved,  That  standard  rates  of  transportation  shall  be 
established  and  maintained,  by  which  stockholders  may  enjoy 
with  their  patrons  the  benefits  created  by  their  respective  lines ; 
also,  may  it  be 


156        AMERICAN  COMMERCE  ASSOCIATION 

"  Resolved,  That  all  kinds  of  bribery  and  corruption  in  the 
form  of  drawbacks  and  rebates,  paid  to  obtain  patronage,  shall, 
in  the  future,  be  regarded  as  disreputable,  dishonest  and 
unbecoming  of  railroad  management,  demoralizing  the  rail- 
road employees  and  their  patrons ;  and  we  hereby  pledge  our- 
selves and  our  companies  to  discontinue  business  relations 
with  railroad  companies  or  individuals,  that  shall  continue 
these  disreputable  practices." 

The  history  and  development  of  the  various  traffic  asso- 
ciations, which  have  resulted  in  the  establishment  of  most 
equitable  rates  for  shippers  and  carriers,  is  interesting  and 
educational,  but  it  is  not  necessary  for  us  to  take  it  up  in  this 
work.  During  the  last  few  years  the  traffic  of  the  various 
railroads  has  increased  so  greatly  that  carriers  have  been 
compelled  to  give  special  attention  to  rendering  the  best  pos- 
sible service  to  shippers.  In  order  to  take  care  of  the  con- 
stantly increasing  demands  upon  the  carriers  for  a  higher 
organized  traffic  department,  associations,  freight  committees, 
and  bureaus  have  been  organized  and  developed,  to  meet  the 
various  demands  which  changing  conditions  have  placed  upon 
the  carriers. 

Sec.  6.    PRESENT  TRAFFIC  ASSOCIATIONS. 

The  present  traffic  associations  of  the  country,  to  meet 
these  present  conditions,  may  be  divided  into  four  classes : 
(1)  Those  which  give  special  attention  to  particular  kinds  of 
traffic,  (2)  those  which  give  their  attention  to  the  traffic  of 
particular  rate  zones  and  cities,  (3)  those  having  jurisdiction 
over  the  traffic  of  a  certain  State  or  section  of  the  country, 
(4)  the  traffic  associations  having  jurisdiction  over  large  areas 
of  the  United  States,  to  which  practically  all  of  the  various 
railroads  appoint  representatives  to  look  after  their  various 
interests.  The  traffic  associations,  committees  and  bureaus, 
conforming  to  the  above  classification,  are  as  follows : 

I.    Major  Traffic  Associations. 

1.  The  New  England  Freight  Association. 

2.  The  Trunk  Line  Association. 


TRAFFIC  GEOGRAPHY  157 

3.  The  Central  Freight  Association. 

4.  The  Western  Trunk  Line  Committee. 

5.  The  Southwestern  Tariff  Committee. 

6.  The  Trans-Continental  Freight  Bureau. 

7.  The  Southeastern  Freight  Association. 

8.  The  Southeastern   Mississippi  Valley   Association. 

9.  The  Canadian  Freight  Association. 

10.  Associated  Railways  of  Virginia  and  the  Carolinas. 

11.  Trans-Missouri  Freight  Bureau. 

Map  No.  18  shows  the  territories  over  which  these  Major 
Traffic  Associations  have  jurisdiction.* 

II.    Minor  Traffic  Associations. 

1.  Mississippi  Valley  Freight  Association. 

2.  The  Middle  States  Freight  Association. 

3.  Pacific  Coast  Freight  Bureau. 

4.  Colorado  Freight  Bureau. 

5.  Colorado-Utah  Freight  Bureau. 

6.  Local  Utah  Freight  Bureau. 

7.  Illinois  Freight  Committee. 

8.  Michigan  Freight  Committee. 

9.  Virginia  Freight  Traffic  Association. 

Map  No.  21  shows  the  territories  over  which  these  Asso- 
ciations have  jurisdiction.f 

III.    Local  Freight  Traffic  Associations. 

1.  Buffalo  Freight  Committee. 

2.  Chicago  Freight  Committee. 

3.  Cincinnati  Freight  Committee. 

4.  Cleveland-Lorain  Freight  Committee. 

5.  Dayton  Freight  Committee. 

6.  Detroit  Freight  Committee.. 

7.  Indianapolis  Freight  Committee. 

8.  Louisville  Freight  Committee. 

9.  Milwaukee  Freight  Committee. 

10.  Minneapolis  Freight  Committee. 

11.  New  Orleans  Freight  Committee. 

12.  Peoria  Freight  Committee. 


Map  No.  18  follows  page  148.  fMap  No.  21  follows  page  168. 


158         AMERICAN  COMMERCE  ASSOCIATION 

13.  Pittsburgh  Freight  Committee. 

14.  Sandusky  Freight  Committee. 

15.  Springfield  Freight  Committee. 

16.  Toledo  Freight  Committee. 

17.  Wheeling  Freight  Committee. 

18.  Danville  Freight  Committee. 

IV.    Specific  Traffic  Committees. 

1.  Chicago  and  Ohio  River  Committee. 

2.  Gulf  Foreign  Freight  Committee. 

3.  St.  Louis  East-bound  Freight  Committee. 

4.  St.  Louis-Cincinnati-Louisville  Freight  Committee. 

5.  St.  Louis  Coal  Traffic  Bureau. 

6.  Indiana-Illinois  Coal  Traffic  Bureau. 

7.  Ohio  Coal  Traffic  Association. 

8.  Southern  Iron  Committee. 

9.  Standing  Switching  Committee. 

Sec.  7.     ORGANIZATION  OF  THE  PRINCIPAL  TRAF- 
FIC ASSOCIATIONS. 

The  plan  of  organization  of  the  more  important  traffic  asso- 
ciations is  outlined  in  the  articles  of  organization  of  the 
Southwestern  Tariff  Committee,  as  follows: 

"  Such  Committee  shall  be  conducted  by  a  Chairman,  who 
shall  be  subject  to  the  direction  of  the  Executive  Committee. 
The  Executive  Committee  may  prescribe  such  rules  as  are 
necessary  to  the  proper  conduct  of  the  Committee,  and  shall 
have  supervision  of  all  expenditures.  The  work  of  the  Com- 
mittee shall  be  confined  to  the  publication  and  the  distribu- 
tion of  the  tariffs  issued  for  the  members,  and  the  necessary 
details  in  connection  therewith. 

"  The  Chairman  shall  be  the  Agent  of  each  individual  line, 
and  the  tariffs  issued  by  him  as  such  Agent  shall  be  upon  the 
authority  of  Power  of  Attorney,  given  to  him  as  required  by 
the  rules  of  the  Interstate  Commerce  Commission.  The  lines, 
parties  hereto,  agree  to  pay  their  proportion  of  all  expenses 
incurred  by  the  Committee,  during  their  membership,  on  a 
basis  to  be  fixed  by  the  Executive  Committee. 


Map  No.  21.    Minor  Freight  Associations. 


MINOR 
FREIGHT    ASSOCIATIONS 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  W'ymond,  C.E. 


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TRAFFIC  GEOGRAPHY  189 

"  The  traffic  to  which  these  Articles  relate  shall  be  (with 
designated  exceptions)  all  Interstate  Freight  Traffic  and 
Freight  Traffic  with  foreign  countries,  having  origin  or 
destination  in  the  States  of  Oklahoma,  Texas,  including  Tex- 
arkana  and  Louisiana.  These  articles  also  include  Freight 
Traffic  from  points  in  the  United  States,  west  of  Seaboard 
Territory,  and  east  of  and  including  Utah  Common  Points,  to 
Common  Points  in  the  Republic  of  Mexico,  via  all-rail  and 
Gulf  routes.  It  is  the  purpose  of  the  lines,  parties  hereto,  to 
extend  the  publication  of  joint  or  common  tariffs  to  other 
territory,  should  it  be  found  practicable." 

The  Constitution  and  By-Laws  of  the  various  traffic  asso- 
ciations is  the  best  source  of  information  regarding  their  func- 
tions. It  is  not  necessary  to  consider  all  of  them  in  this  work. 
The  Official  Guide,  published  monthly  in  New  York,  furnishes 
a  complete  list  of  all  the  traffic  associations,  together  with  the 
names  of  chairmen  and  the  names  of  the  railways  which  are 
members  of  the  associations.  In  writing  to  any  of  the  asso- 
ciations regarding  traffic  business  you  should  ascertain  the 
name  of  the  chairman,  who  should  be  addressed. 

The  Central  Freight  Association  is  a  type  of  the  most 
highly  organized  and  the  most  efficiently  operated  traffic 
association  in  the  country.  The  purpose  of  this  association, 
as  stated  in  the  articles  of  organization,  are : 

"  To  enable  the  members  to  confer,  advise,  and  cooperate 
with  each  other  and  with  other  roads  on  the  subject  of  divi- 
sions, of  through  rates,  statistics,  classifications,  rules,  regu- 
lations and  inspections,  and  to  secure  to  the  members  the 
interchange  and  promulgation  of  authentic  information  in 
regard  to  the  traffic  and  tariffs  and  rates  of  the  respective 
parties. 

"  The  members  of  the  Central  Freight  Association,  in  order 
to  carry  out  the  purposes  for  which  it  is  organized,  agree  to 
submit  all  questions  of  common  interest  upon  which  action 
is  desired;  to  arbitrate  all  differences  upon  the  questions 
coming  within  the  scope  of  the  agreement;  to  send  to  the 
chairman  two  copies  of  all  local  and  joint  State  and  Interstate 
tariffs  and  changes  therein,  also  classifications,  and  rules  at 


160        AMERICAN  COMMERCE  ASSOCIATION 

the  time  of  making,  issuing  or  filing  the  same  with  the  Inter- 
state Commerce  Commission ;  also  copies  of  all  agreements 
with  other  common  carriers  in  relation  to  the  rates  and  divi- 
sions of  traffic  coming  in  whole  or  in  part  under  this  agree- 
ment." 

The  work  of  the  Central  Freight  Association  is  carried  on 
by  the  chairman  and  his  assistants.  The  meetings  of  the  asso- 
ciation are  attended  by  representatives  of  the  various  lines 
which  are  members.  There  are  regular  meetings  and  special 
meetings,  which  may  be  called  by  the  chairman  on  five  days' 
notice  on  request  of  five  members. 

When  any  of  the  members  of  the  Association  desire  a 
change  in  a  traffic  agreement  or  rates,  his  wants  are  com- 
municated to  the  chairman,  who  informs  all  other  members 
of  the  association  by  letter.  The  subject  matter  of  the  letter 
is  finally  taken  up  and  disposed  of  to  the  entire  satisfaction 
of  all  the  members  of  the  Association.  Local  rate  matters 
of  the  Association,  which  involve  also  the  Illinois  Freight 
and  Western  Trunk  Line  Committees,  involving  traffic  be- 
tween Chicago  and  Ohio  River  Crossings,  and  between  St. 
Louis  and  Ohio  River  Crossings,  are  handled  by  two  standard 
committees  known  as  the  Chicago  and  Ohio  River  Committee 
and  the  St.  Louis-Cincinnati-Louisville  Freight  Committee. 
There  is  also  a  Joint  Rate  Committee,  which  is  participated  in 
by  the  Western  Trunk  Line  Committee. 

There  is  a  Weighing  and  Inspection  Bureau,  whose  "  Offi- 
cers and  Inspectors  shall,  when  necessary,  examine  and  correct 
when  and  where  found,  all  errors  in  rates,  classifications  and 
weights  on  all  classes  of  through  and  local  tonnage,  which  is 
carried  over  the  railway  companies  of  the  Association."  This 
bureau,  therefore,  acts  as  a  protection  to  shippers  and  carriers 
in  the  matter  of  misdescription,  fraudulent  billing,  weighing 
and  classification. 

The  various  freight  traffic  associations  are  rendering  an 
important  service  in  making  and  publishing  rates,  with  the 
least  expense,  and  in  developing  rate  structures  which  are 
best  adapted  to  the  growth  of  our  commerce  and  the  condi- 


TRAFFIC  GEOGRAPHY  161 

tions  and  circumstances  of  our  growing  industries.  The  value 
of  traffic  associations  in  the  compilation  of  tariffs,  which  are 
concurred  in  by  the  various  carriers,  is  brought  out  in  one  of 
the  articles  of  the  Southwestern  Tariff  Committee,  as  follows : 
"  Believing  that  the  publication  of  rates  in  joint  or  com- 
mon tariffs  is  desirable  for  both  the  shippers  and  the  carrier, 
that  it  accomplishes  uniformity  and  avoids  the  conflict  and 
confusion  of  individual  issues,  also  that  it  will  result  in  a  more 
intelligent  compliance  with  the  spirit  of  the  Act  to  Regulate 
Commerce  and  the  orders  and  the  rules  of  the  Interstate  Com- 
merce Commission,  regarding  the  publication  of  tariffs,  and 
also  in  economy  in  such  publication,  the  lines,  parties  hereto, 
have  formed  an  organization  known  as  the  Southwestern 
Tariff  Committee." 

The  Southwestern  Tariff  Committee  is  accomplishing  an 
important  work  which  is  briefly  outlined  by  its  chairman, 
Mr.  Leland,  as  follows :  "  An  organization  of  this  nature, 
under  different  names,  has  been  in  existence  among  the  South- 
western Lines,  dealing  with  rates  from  the  State  of  Texas,  for 
about  twenty  years.  Its  principal  function  at  the  present 
time  is  to  compile  and  print  for  its  members  and  the  other 
participating  lines,  what  are  known  as  common  tariffs,  em- 
bodying rates  for  all  such  lines  in  the  common  territory. 
This  results  in  tariffs  which  are  more  uniform  in  application, 
and  more  intelligently  represent  the  views  of  the  Interstate 
Commerce  Commission,  as  expressed  in  their  Tariff  Circulars, 
while  reducing  to  a  very  great  extent  the  expenses  which 
carriers  would  be  put  to  were  such  rates  published  by  each 
separately. 

"  Our  tariffs  contain  from  twenty  to  five  hundred  pages 
each,  and  apply  between  practically  all  of  the  territory  in  the 
United  States  and  the  States  of  Oklahoma,  Arkansas,  Louisi- 
ana, Texas,  and  the  Republic  of  Mexico.  This  method  of 
tariff  publication  has  been  greatly  encouraged  by  the  Inter- 
state Commerce  Commission,  for  the  purposes  mentioned 
above,  and  it  represents  the  greatest  development  along  these 
lines  of  any  similar  organization  in  the  United  States.  In 
other  words,  while  our  membership  and  territory  may  not  be 


162         AMERICAN  COMMERCE  ASSOCIATION 

as  extensive,  the  nnmber  of  publications  issued  by  this  office 
is  far  greater  than  by  any  other  tariff  agency. 

*■  The  other  important  function  of  this  committee  is  that 
of  affording  to  the  railroad  companies  facilities  for  the 
expeditious  handling  of  the  suggestions  for  rate  changes, 
which  are  constantly  being  received  by  the  carriers  from  the 
interested  shipping  public.  The  carriers  believe  that  only  by 
a  free  interchange  of  views  among  themselves  and  the  inter- 
ested shippers  can  these  suggestions  as  to  rate  changes  be 
made  in  a  manner  at  all  satisfactory  to  either  the  carrier  or 
to  the  shipping  communities.  In  other  words,  the  shipper 
applies  to  one  or  more  railroad  companies  for  a  better  adjust- 
ment of  freight  rates  on  his  traffic,  enabling  him  to  increase 
his  trade  at  certain  markets,  which  he  fears  he  will  be  deprived 
of  by  some  other  shipper  at  some  other  shipping  point,  which, 
in  his  opinion,  has  a  better  relative  freight  adjustment.  There 
are  verj-  few  cases  where  shipper  contends  that  the  rate,  per  se, 
is  unreasonable. 

"  Manifestly,  requests  of  this  kind  could  not  be  accepted  by 
tiie  interested  carrier  without  some  discussion  with  the  other 
lines  serving  the  shippers  from  the  other  points  of  origin,  and 
other  shippers  interested  in  the  same  commodities.  This 
could  be  done  bj*  correspondence  or  by  conference  direct  with 
such  parties,  but  the  number  of  such  requests  is  so  great  that 
it  is  systematized  by  the  use  of  this  organization  and  the 
holding  of  meetings  at  stated  periods,  at  which  these  subjects 
are  discussed  between  the  railway  representatives,  and  at 
which  the  shippers  are  given  an  opportunity  to  be  heard. 
We  then  keep  a  record  of  conclusions  that  are  reached,  and 
proceed  to  a  very  large  extent  -n-ith  the  publication  of  such 
changes,  for  account  of  all  the  lines,  as  may  have  been  decided 
upon  as  a  result  of  the  discussion. 

"There  is  no  attempt  in  this  organization  to  restrict  the 
freedom  of  the  members  in  placing  in  effect  from  time  to  time 
any  rates  which  they  decide  it  is  to  their  interest  to  make, 
and  every  carrier  member  of  the  organization  has  the  undis- 
puted right  to  instruct  the  chairman,  as  its  agent,  to  publish 
any  rates  which  it  cares  to  adopt.     The  members  obligate 


TRAFFIC  GEOGK.\PHY  163 

themselves,  however,  before  making  such  change,  to  outline 
the  reasons  for  the  change  desired,  and  discuss  its  eflFect  on 
other  markets,  other  commodities,  and  shippers  with  the  other 
lines  that  may  be  affected  by  such  change.  Another  impor- 
tant function  of  the  organization  is  the  distribution  from  this 
central  office  to  interested  shippers,  the  tariffs  issued  by  the 
committee.  This  is  accomplished  by  members  furnishing  us 
the  names  of  the  shippers  they  desire  us  to  supply  with  one 
or  more  issues.  This  eliminates  the  delay  which  would  be 
incident  to  the  furnishing  of  such  tariffs  by  the  interested 
carriers,  and  also  avoids  duplication  as  we  do  not  send  tariffs 
if  the  shipper  is  already  on  our  mailing  list." 

This  brief  discussion  should  give  you  a  verj-  fair  idea  of 
the  duties  of  the  various  rate  committees,  associations,  and 
bureaus  which  control  the  rate  structures  of  the  United  States. 
You  will  now  give  your  attention  to  the  various  territories 
controlled  by  these  different  associations,  bureaus  and  com- 
mittees. 


CHAPTER  IX. 


The  Classification  Territories 

Sec.  1.  Factors  Developing  Different  Territories. 

Sec.  2.  Official  Classification  Territory. 

Sec.  3.  Western  Classification  Territory. 

Sec.  4.  Southern  Classification  Territory. 

Sec.  5.  Mexican  Classification  Territory. 

Sec.  6.  Canadian  Classification  Territory. 

Sec.  7.  Exceptions  to  Application  of  Classifications. 

Sec.  8.  The  State  Classification  Territories. 


(165) 


CHAPTER  IX. 

The  Classification  Territories 

Sec.    1.     FACTORS   DEVELOPING   THE    DIFFERENT 
CLASSIFICATION  TERRITORIES. 

It  would  not  be  practical  for  each  railroad  to  make  a 
separate  classification  of  the  articles  which  are  offered  to  it 
for  transportation.  Commercial  and  industrial  conditions  are 
so  different  in  different  sections  of  the  country  that  greater 
uniformity  in  the  classification  of  goods  is  demanded  than 
can  possibly  be  attained  by  each  carrier  making  a  separate 
classification  of  all  articles,  therefore  the  classifications  are 
made  by  committees  representing  the  carriers.  Each  of  the 
large  classification  committees  —  the  Official,  Southern,  and 
the  Western  —  represents  a  large  number  of  different  railroads. 

Each  committee  has  a  chairman  and  a  secretary,  who 
receive  the  requests  of  carriers  and  shippers  for  the  classifica- 
tion of  new  articles  of  commerce  or  the  adjustment  of  the 
classification  of  articles  already  classified.  A  vast  amount  of 
work  is  required  of  these  classification  committees.  The 
Western  Classification  Committee  has  just  revised  its  classifi- 
cation for  the  fifty-third  time.  These  committees  make  numer- 
ous changes  every  year.  The  changes  in  the  classification  of 
articles,  made  by  the  various  classification  committees,  are 
accepted  by  the  railroads  as  final.  There  are  about  five  hun- 
dred and  forty  railroads  represented  by  the  Official  Classifica- 
tion Committee  and  one  hundred  and  seventy  by  the  Southern 
Classification  Committee. 

The  transcontinental  Freight  Bureau  has  no  jurisdiction 
over  classification,  but  provides  and  publishes  its  own  rules 
and  regulations  governing  a  number  of  commodity  rates  apply- 
ing between  overland  common  points  and  Pacific  coast  and 

(167) 


168         AMERICAN  COMMERCE  ASSOCIATION 

Inter-Mountain   points.     The   class   rates   carried   in   Bureau 
tariffs,  however,  are  governed  by  the  Western  Classification. 

The  classification  committees,  in  addition  to  designating 
the  classes  to  w^hich  articles  belong,  also  perform  the  function 
of  establishing  carload  minim.um  weights,  rules  governing  the 
package  and  packing  requirements  of  shipments,  estimated 
and  gross  weights,  and  also  rules  and  regulations  governing 
the  movement  of  tank  cars  and  special  equipment. 

There  are  many  differences  in  the  requirements  of  the 
rules,  regulations  and  classifications  as  prescribed  by  the 
various  committees.  These  differences  are  practically  all 
caused  by  difference  in  the  productive  areas  of  the  country, 
due  particularly  to  traffic,  industrial  and  commercial  condi- 
tions. Many  articles  which  are  of  great  importance  in  one 
territory  are  practically  insignificant  in  another  territory. 
One  section  of  the  country  is  a  great  manufacturing  section, 
whereas  another  is  given  up  almost  entirely  to  producing  food 
products.  The  flows  of  traffic  to  meet  commercial  conditions 
has  resulted  in  the  development  of  many  differences  in  the 
rules,  practices  and  classifications  of  the  various  committees. 

Each  section  of  the  country,  on  account  of  climatic  condi- 
tions, produce  different  articles  of  commerce.  Specialized 
production  directly  affects  transportation  facilities.  In  order, 
therefore,  to  meet  commercial  and  industrial  conditions  the 
railroads  of  the  country  at  the  present  time  maintain  three 
classification  committees  for  the  purpose  of  classifying  the 
various  articles  which  are  offered  for  transportation  in  the 
United  States.  In  order  to  meet  various  transportation,  com- 
mercial and  industrial  conditions,  it  has  been  necessary  for  the 
railroads  to  extend  the  application  of  a  given  classification  to 
many  points  in  other  classification  territories.  The  only 
definite  method  of  determining  what  classification  to  use  on  a 
shipment  is  reference  to  the  tariff  naming  the  rate. 

There  are  about  thirty  thousand  different  shipping  points 
in  the  United  States.  It  is  estimated  that  approximately 
twenty-five  thousand  different  articles  of  freight,  when  differ- 
ently packed,  are  offered  for  shipment.     It  is  obvious  that  if 


Map  No.  17. 
Classification   Territory  —  Interstate. 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  169 

all  of  these  articles  were  shipped  between  any  two  points  that 
many  thousand  different  rates  would  be  necessary  to  deter- 
mine the  charges  in  both  directions.  If  all  these  goods  were 
shipped  from  each  point  to  every  other  point  and  back  again 
the  number  of  different  rates  required  would  be  almost  incal- 
culable. 

In  order  to  meet  this  condition,  the  railroads  have  found  it 
most  practical  to  place  various  articles  having  transporta- 
tion likenesses  in  certain  classes  or  groups,  and  assign  one 
rate  between  any  two  points  on  all  articles  belonging  to  the 
particular  defined  class. 

Sec.  2.     OFFICIAL  CLASSIFICATION  TERRITORY. 

You  should  refer  to  Map  No.  17  and  fix  definitely  in  your 
mind  the  boundary  of  the  Official  Classification  Territory. 
It  is  claimed  by  some  authorities  that  there  is  no  such  thing 
as  a  definite  boundary  to  a  classification  territory.  It  is 
claimed  that  the  jurisdiction  of  a  classification  committee 
extends  to  all  territory  to  which  the  classification  applies,  as 
expressed  in  the  various  tariffs,  as,  for  instance,  on  traffic  from 
points  east  of  the  Indiana-Illinois  State  line  to  all  points  in 
the  State  of  Illinois ;  also  points  in  the  eastern  portion  of  the 
State  of  Wisconsin,  lying  on  and  adjacent  to  the  west  bank 
of  Lake  Michigan,  are  under  the  jurisdiction  of  the  Official 
Classification  Committee.  This  committee  also  has  juris- 
diction over  much  traffic  destined  to  points  in  the  Southern 
and  Western  Classification  Territories.  However,  these  excep- 
tions should  not  give  you  any  difficulty,  because  the  governing 
classification  must  be  distinctly  stated  on  the  title  page  of 
every  tariff. 

The  principal  function  of  the  various  classification  com- 
mittees is  to  classify  the  various  articles  offered  for  trans- 
portation. These  committees  do  not  make  freight  rates.  The 
actual  freight  rate  per  hundred  pounds  is  made  by  the  general 
freight  departments  of  the  railroads  or  by  carriers'  repre- 
sentatives, through  freight  committees.  The  class  rates,  how- 
ever, depend  directly  upon  the  classification.  Therefore,  the 
work  of  the  various  classification  committees  forms  the  basis 


170         AMERICAN  COMMERCE  ASSOCIATION 

for  the  making  of  class  rates.  In  a  general  way  three  important 
rate  associations  have  jurisdiction  in  the  Official  Classification 
Territory.  If  you  will  refer  to  Maps  No.  17  and  18  you  will 
find  that  the  eastern  third  of  this  territory  is  known  as  the 
New  England  Freight  Association  Territory,  the  middle  sec- 
tion as  the  Trunk  Line  Association  Territory,  and  the  western 
portion  the  Central  Freight  Association  Territory.  These 
territories  are  under  the  jurisdiction  of  committees  which  pre- 
scribe freight  rates  on  the  various  classes  of  goods  which  are 
classified  by  the  Official  Classification  Committee. 

Sec.    3.     THE    WESTERN    CLASSIFICATION    TERRI- 
TORY. 

Your  attention  is  now  directed  to  a  more  definite  boundary 
of  the  Western  Classification  Territory.  This  territory  covers 
all  of  those  States  in  the  western  two-thirds  of  the  United 
States  and  west  of  a  line  beginning  at  Sault  Ste.  Marie,  a  point 
in  the  upper  peninsula  of  Michigan,  west  of  a  line  continuing 
along  the  Strait  of  Mackinac,  extending  south  along  the  west 
shore  of  Lake  Michigan  to  the  beginning  of  the  Illinois- 
Indiana  State  Line,  continuing  along  the  boundary  between 
Illinois  and  Indiana  to  the  Ohio  river,  then  along  the  Ohio 
river  to  its  junction  with  the  Mississippi  river  to  its  terminus 
in  the  Gulf  of  Mexico,  then  extending  in  a  southwestern  direc- 
tion along  the  shore  line  of  the  Gulf  of  Mexico  to  Browns- 
ville, Texas,  on  the  Rio  Grande  river,  and  including  the 
Republic  of  Mexico.  This  territory  is  bounded  on  the  north 
by  the  Canadian  border  and  Lake  Superior. 

The  Western  Classification  Territory  is  divided  into  a 
number  of  rate  territories,  as  the  Western  Trunk  Line  Terri- 
tory, the  Southwestern  Tariff  Committee  Territory,  the  Trans- 
Missouri  Freight  Bureau  Territory,  the  Trans-Continental 
Freight  Bureau  Territory,  the  Pacific  Coast  Territory,  and  a 
large  number  of  basing  and  common  points,  such  as  the 
Louisiana  Common  Points,  Arkansas  Common  Points,  Missis- 
sippi River  Common  Points,  Missouri  River  Common  Points, 
St.  Paul,  Duluth,  Winona  and  Common  Points,  North  Pacific 
Coast  Terminals,  and  the  California  Terminals  and  Inter- 
mediate Pacific  Coast  Points. 


TRAFFIC  GEOGRAPHY  171 

Sec.  4.     THE  SOUTHERN   CLASSIFICATION  TERRI- 
TORY. 

You  should  now  fix  in  your  mind  more  definitely  the 
boundary  of  the  Southern  Classification  Territory.  If  you 
will  refer  to  Map  No.  17*  you  will  note  that  this  territory 
comprises  several  States  and  parts  of  States  bounded  by  a 
line  which  begins  at  Portsmouth,  Virginia,  and  continues 
directly  south  of  and  parallel  to  the  line  of  the  Norfolk  & 
Western  Railway  to  Glenlyn,  Virginia,  then  along  an  imagin- 
ary line  passing  through  Charleston  to  Catlettsburg,  Ken- 
tucky, continuing  along  an  imaginary  line  direct  south  and 
parallel  to  the  right  of  way  of  the  Chesapeake  &  Ohio  Rail- 
road in  Kentucky  to  Cincinnati,  Ohio,  then  on  west  along  the 
course  of  the  Ohio  river  to  the  Mississippi  river,  south  along 
the  bank  of  the  Mississippi  river  to  its  confluence  with  the 
Gulf  of  Mexico.  This  territory  is  under  the  jurisdiction  of 
the  Southern  Classification  Committee  with  headquarters  in 
Atlanta,  Georgia.  This  committee  publishes  a  classification 
of  all  articles  offered  for  transportation  in  this  section  of  the 
country.  The  jurisdiction  of  this  classification  committee 
extends  to  many  points  in  other  territories  which  must  be 
determined  by  reference  to  the  tariffs. 

The  Southern  Classification  Territory  is  divided  into  a 
number  of  rate  territories,  in  fact  there  are  more  rate  terri- 
tories in  the  Southern  Classification  Territory  than  in  any 
other  section  of  the  United  States.  Many  of  these  territories 
overlap  each  other,  thereby  making  the  rate  structure  in  this 
section  very  complicated  and  intricate.  If  you  refer  to  Maps 
Nos.  18  and  24  you  will  find  that  the  Southern  Classification  is 
divided  into  the  Southeastern  Mississippi  Valley  Association, 
the  Southeastern  Freight  Association,  the  Associated  Rail- 
roads of  Virginia  and  Carolinas  Territory  ;t  also  in  this  section 
are  the  Mississippi  Valley  Territory,  the  Montgomery  Sub- 
Territory,  the  Atlanta  Sub-Territory,  the  Carolina  Territory; 
also  the  Carolina  Territory  south  of  the  Walhalla  line,  and 
Green  Line  Territory .$ 

•  Map  No.  17  follows  page  168.  %  Map  No.  24  follows  page  248. 

t  Map  No.  18  follows  page  148. 


172        AMERICAN  COMMERCE  ASSOCIATION 

Sec.    5.      THE    MEXICAN    CLASSIFICATION    TERRI- 
TORY. 

The  Mexican  Classification  Territory  comprises  the  Repub- 
lic of  Mexico.  It  is  under  the  jurisdiction  of  the  Mexican 
Classification  Committee,  which  has  jurisdiction  over  classi- 
fication of  articles  of  commerce  moving  between  points  in  the 
Republic  of  Mexico. 

Sec.   6.     THE   CANADIAN   CLASSIFICATION   TERRI- 
TORY. 

The  Canadian  Classification  Territory  covers  Canada.  It 
is  under  the  jurisdiction  of  the  Canadian  Classification  Com- 
mittee. Many  of  the  tarififs  applying  on  shipments  from 
Canada  to  the  United  States  are  governed  by  the  Canadian 
Classification  Schedule. 

Sec.    7.     EXCBPTIONS    TO    THE    APPLICATION    OF 
CLASSIFICATION. 

There  are  exceptions  to  the  application  of  the  three  general 
classifications.  The  name  of  the  classification  to  apply  will  be 
found  on  the  title  page  of  each  freight  tariff  and  the  exceptions 
thereto  will  be  noted.  It  is  essential  that  these  exceptions  be 
studied  and  understood,  so  far  as  they  affect  particular  ship- 
ments in  which  you  may  be  interested.  An  illustration  will 
suffice  to  show  how  the  exceptions  affect  the  computation  of 
rates.  On  traffic  originating  in  the  Central  Freight  Associa- 
tion Territory,  destined  to  the  upper  peninsula  of  Michigan, 
Duluth,  St.  Paul,  Winona  and  Common  Points,  the  Official 
Classification  would  apply,  although  this  territory  is  generally 
considered  to  be  in  the  Western  Classification  Territory.  The 
Official  Classification  applies  also  on  traffic  moving  in  the 
opposite  direction. 

Hundreds  of  exceptions  to  the  application  of  the  various 
classifications  apply  between  different  traffic  centers,  and  the 
only  way  by  which  they  can  be  determined  is  by  reference  to 
the  tariff  governing  the  shipment.  A  knowledge  of  the  appli- 
cation of  tariffs  will  enable  any  one  to  determine  the  excep- 
tions to  the  application  of  the  classifications. 


TRAFFIC  GEOGRAPHY  173 

Sec.  8.     STATE  CLASSIFICATION  TERRITORIES. 

Of  the  three  classification  committees,  having  jurisdiction 
over  the  classification  territories,  each  publishes  a  classifica- 
tion, by  its  chairman,  as  agent,  for  the  carriers,  which  gives  an 
itemized  list  of  all  of  the  various  articles  offered  for  Interstate 
transportation  in  the  United  States.  There  are,  however, 
various  State  Classifications,  and  exceptions  to  the  three  gen- 
eral classifications  applicable  in  certain  localities.  There  are 
State  Classifications  in  Georgia,  Florida,  Illinois,  Iowa,  Missis- 
sippi, Nebraska,  North  Carolina,  South  Carolina,  Texas  and 
Virginia.  These  classifications  in  general  apply  only  on  state 
traffic,  or  as  a  basis  for  class  rates  on  shipments  moving 
within  the  State  in  which  they  apply.  There  are  some  excep- 
tions to  this,  particularly  in  the  case  of  the  Illinois  classifica- 
tions. 

Refer  to  Map  No.  19,  following  page  174,  in  conjunction 
with  this  text. 

The  Intrastate,  or  classifications  applying  within  each  of 
the  various  States  of  the  United  States  are  as  follows : 

Alabama Southern  Classification. 

Arkansas    Western  Classification. 

Arizona Western  Classification. 

California  Western  Classification. 

Colorado Western  Classification. 

Connecticut Official  Classification. 

Delaware  Official  Classification. 

District  of  Columbia Official  Classification. 

Florida  Florida  Classification. 

Georgia    Georgia  Classification. 

Idaho    Western  Classification. 

Illinois    Illinois  Classification. 

Indiana Official  Classification. 

Iowa   Iowa  Classification. 

Kansas Western  Classification. 

Kentucky Southern  Classification. 

Louisiana  (East  of  the 

Mississippi  River) Southern  Classification. 


174         AMERICAN  COMMERCE  ASSOCIATION 

Louisiana  (West  of  the 

Mississippi  River) Western  Classification. 

]\Iaine   Official  Classification. 

Maryland    Official  Classification. 

Massachusetts    Official  Classification. 

Michigan  (Northern 

Peninsula)    Western  Classification. 

Michigan  (Southern 

Peninsula)    Official  Classification. 

Minnesota   Western  Classification. 

Mississippi  .' Mississippi  Classification. 

Missouri Western  Classification. 

Montana    Western  Classification. 

Nebraska   Nebraska  Classification. 

Nevada   Western  Classification. 

New  Hampshire   Official  Classification. 

New  Jersey Official  Classification. 

New  Mexico Western  Classification. 

New  York Official  Classification. 

North  Carolina North  Carolina  Classification. 

North  Dakota Western  Classification. 

Ohio    Official  Classification. 

Oklahoma    Western  Classification. 

Oregon   Western  Classification. 

Pennsylvania    Official  Classification. 

Rhode  Island   Official  Classification. 

South  Carolina South  Carolina  Classification. 

South  Dakota Western  Classification. 

Tennessee    Southern  Classification. 

Texas    Texas  Classification. 

Utah   Western  Classification. 

Vermont Official  Classification. 

Virginia   Virginia  Classification. 

Washington    Western  Classification. 

West  Virginia Official  Classification. 

Wisconsin   Western  Classification. 

Wyoming    Western  Classification. 


Map  No.  19. 
Classification   Territory  —  Intrastate. 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  175 

The  classification  applying  on  Intrastate  traffic  is  shown 
graphically  on  Map  No.  19. 

The  State  Railway  Commissions  act  practically  as  the 
classification  committees  in  those  States  which  have  separate 
State  Classifications.  State  Classifications  apply  only  within 
the  State,  except  Illinois,  which  applies  by  application  of  the 
carriers'  tariflfs,  to  certain  points  in  Iowa,  Missouri,  Wisconsin 
and  Indiana. 

You  should  now  have  attained  a  good  idea  of  the  various 
classification  territories  and  the  committees  which  control 
them.  These  committees  publish  schedules  showing  the  class 
ratings  of  goods  ofifered  for  transportation.  You  will  make  a 
thorough  study  of  these  schedules  later  under  the  subject  of 
"  Classification," 


;V.f 


CHAPTER  X 

Traffic  Territories  and  Rate  Points  in  the 
Official  Classification  Territory 

Sec    1.    The  New  England  Freight  Association 
Territory. 
The  Trunk  Line  Association  Territory. 
Central  Freight  Association  Territory. 
The  Canadian  Freight  Association  Terri- 
tory. 
Western  Termini  of  Trunk  Line  Points. 
Central  Freight  Association  Rate  Per- 
centage Group. 
Illinois  Freight  Committee  Points. 
Trunk  Line  and  New  England  Basing 

Points. 
Canadian  Freight  Association  Basing 

Points. 
Central  Freight  Association  Basing  Points; 
Ohio  River  Crossings. 
Chicago  Jimction  Points. 
Jxmctions  of  Central  Freight  Association, 
and  Western  Roads. 
Sec.  14.    Territory  "  East  of  Indiana-Illinois  State 

Line." 
Sec.  15.    Territory  "  East  of  Western  Termini  of 

Trunk  Line." 
Sec.  16.    Middle  States  Freight  Association  Terri- 
tory. 
Sec.  17.    Chicago  and  Ohio  River  Committee  Ter- 
ritory. 
Sec.  18.    Mississippi  Valley  Freight  Association  Ter- 
ritory. 
Sec.  19.     Michigan  Freight  Committee  Territory. 
Sec.  20.     St.  Louis-Cincinnati-Louisville  Freight 
Committee  Territory, 


Sec. 

2. 

Sec. 

3. 

Sec. 

4. 

Sec. 

5. 

Sec. 

6. 

Sec. 

7. 

Sec. 

8. 

Sec. 

9. 

Sec. 

10. 

Sec. 

11. 

Sec. 

12. 

Sec. 

13. 

(177) 


CHAPTER  X. 

Traffic  Territories  and  Rate  Points  in  the 
Official  Classification  Territory 

Sec.    1.     THE   NEW    ENGLAND    FREIGHT    ASSOCIA- 
TION   TERRITORY. 

You  are  now  to  acquire  a  technical  knowledge  of  each  of 
the  trafific  territories,  rate  groups,  and  rate  construction  points 
in  the  Official  Classification  Territory.  You  will  use  this 
information  in  determining  the  application  of  tariffs  when 
you  enter  regular  traffic  work.  The  New  England  Freight 
Association  Territory  is  under  the  jurisdiction  of  the  New 
England  Freight  Association,  headquarters,  Boston,  Mass., 
L.  H.  Kentfield,  New  Haven,  Conn.,  Chairman,  and  George  E. 
Dudley,  Secretary.  The  association  issues  are  published  by 
Mr.  F.  S.  Davis,  Agent,  Boston,  Mass.  Mr.  Davis  publishes 
tariff  carrying  class  rates  which  applies  from  points  in  the 
New  England  Freight  Association  Territory  to  points  in  the 
Central  Freight  Association  Territory. 

You  will  find  in  your  study  of  the  application  of  tariffs 
that  many  of  them  apply  between  territories  and  rate  groups 
because  it  is  not  practical  to  publish  the  actual  rates  between 
all  the  different  specific  points.  It  is  necessary,  therefore,  that 
you  definitely  fix  in  your  mind  all  of  these  various  traffic  terri- 
tories that  you  may  acquire  a  thorough  knowledge  of  the 
application  of  tariffs. 

You  should  now  fix  in  your  mind  the  boundaries  of  the 
New  England  Freight  Association  Territory.  You  will  note, 
by  referring  to  Map  No.  18,  following  page  148,  that  this 
includes  the  six  New  England  States,  namely,  Vermont,  New 
Hampshire,  Massachusetts,  Rhode  Island,  Connecticut  and 
Maine.     This  territory  also  includes  stations  on  the  Boston 

(179) 


180         AMERICAN  COMMERCE  ASSOCIATION 

&  Albany  Railroad  and  the  Boston  &  Maine  Railroad  in 
New  York,  east  of  the  Hudson  river,  and  points  on  the  New 
York,  New  Haven  &  Hartford  Railroad,  east  of  the  Hudson 
river,  except  New  Rochelle,  N.  Y,,  and  points  on  the  New 
York  division  west  of  the  Hudson  river. 

The  stations  in  the  State  of  New  York  which  are  in  the 
New  England  Freight  Association  Territory  are:  Brookview, 
Buskirk,  Canaan,  Chatham,  Chatham  Centre,  Claverack,  Eagle 
Bridge,  East  Buskirk,  East  Chatham,  East  Shagticoke, 
Ghent,  Harrison,  Hoosick,  Hoosick  Falls,  Hoosick  Junc- 
tion, Hudson,  Johnsonville,  Lansingburg,  Larchmont  Manor, 
Mamaroneck,  Mechanicville,  Mellenville,  Melrose,  Niverville, 
North  Hoosick,  Petersburg,  Port  Chester,  Pulvers,  Rennse- 
laer,  Reynolds,  Rye,  Shagticoke,  Troy,  Upper  Hudson,  Valley 
Falls,  Van  Hoesen,  Walloomsac,  West  Valley  Falls  and  White 
Creek. 

The  following  are  the  lines  members  of  the  New  England 
Freight  Association : 

Bangor  &  Aroostook  Railroad.  Maine  Central  Railroad. 

Boston  &  Albany  Railroad.  Merchants  &  Miners'  Transportation 

Boston  &  Maine  Railroad.  Company. 

Canadian  Pacific  Railway.  Montpelier  &  Wells  River  Railroad. 

Central  Vermont  Railway.  New  York,  New  Haven  &  Hartford 

Delaware  &  Hudson  Company.  Railroad. 

Eastern  Steamship  Corporation.  Rutland  Railroad. 

Sec.  2.    TRUNK  LINE  ASSOCIATION  TERRITORY. 

The  Trunk  Line  Association  Territory  is  under  the  juris- 
diction of  the  Trunk  Line  Association,  Mr.  C.  C.  McCain, 
Chairman,  James  Bloomingdale,  Secretary,  143  Liberty  street, 
New  York,  N.  Y.  This  association  has,  as  members,  the  fol- 
lowing railroads : 

The  Baltimore  &  Ohio  Railroad.  Lehigh  Valley  Railroad. 

The  Buffalo,  Rochester  &  Pittsburgh  The  New  York  Central  Railroad 

Railway.  (Lines  East). 

The  Central  Railroad  of  New  Jersey.  The  New  York,  Ontario  &  Western 

The  Chesapeake  &  Ohio  Railway.  Railway.^ 

The  Delaware  &  Hudson  Company.  Pennsylvania  Railroad. 

The  Delaware,  Lackawanna  &  West-  Philadelphia  &  Reading  Railway. 

ern  Railroad.  The  West  Shore  Railroad. 

The  Erie  Railroad.  Western  Maryland  Railway. 
The  Grand  Trunk  Railway. 


TRAFFIC  GEOGRAPHY  181 

The  following  is  a  literal  description  of  Trunk  Line  Asso- 
ciation Territory : 

On  and  west  of  the  eastern  boundary  line  of  the  State  of 
New  York;  thence  on  and  south  of  the  northern  boundary 
line  of  New  York  to  Niagara  river;  thence  east  of  Niagara 
river  through  Niagara  Falls,  N.  Y.,  to  Buffalo,  N.  Y. ;  thence 
on  and  east  of  line  through  Dayton  to  Salamanca,  N.  Y.; 
thence  on  and  east  of  a  line  via  Pennsylvania  Railroad  through 
Warren,  Pa.,  to  Parker,  Pa. ;  thence  on  and  east  of  a  line  via 
Baltimore  &  Ohio  Railroad  through  Butler,  Pa.,  to  Pittsburgh, 
Pa. ;  thence  on  and  east  of  a  line  via  Baltimore  &  Ohio  Railroad 
through  Washington,  Pa.,  Wheeling  and  Parkersburg,  W.  Va., 
to  Kenova,  W.  Va. ;  thence  on  and  north  of  the  Norfolk  & 
Western  Railway  through  Roanoke,  Lynchburg  and  Peters- 
burg to  and  including  Norfolk,  Va. 

Note. — As  to  traffic  originating  at  points  in  Trunk  Line 
Association  territory  or  east  thereof,  said  territory  also 
includes  Dunkirk,  N.  Y.,  and  Erie,  Pa.,  and  points  south  and 
east  thereof  located  on  Erie  and  Pennsylvania  railroads. 

The  Trunk  Line  Association  Territory  is  the  central  rate 
division  of  the  Official  Classification  Territory,  and  is  bounded 
on  the  west  by  the  Central  Freight  Association  Territory. 
Refer  to  Map  No.  18  in  order  to  fix  the  relation  of  these  terri- 
tories in  your  mind.  This  territory  more  definitely  includes 
all  stations  in  Delaware,  the  District  of  Columbia,  New  Jersey 
and  Maryland;  it  includes  all  stations  in  New  York,  except 
those  included  in  the  Central  Freight  and  New  England 
Freight  Association  Territories;  all  stations  in  Pennsylvania 
except  those  in  Central  Freight  Association;  all  stations  in 
Virginia  except  those  in  Green  Line  Territory,*  and  all  of 
those  in  West  Virginia  except  those  in  the  Central  Freight 
Association  Territory. 

Sec.  3.     CENTRAL  FREIGHT   ASSOCIATION  TERRI- 
TORY. 

We  now  come  to  one  of  the  most  important  traffic  asso- 
ciations in  the  United  States,  known  as  the  Central  Freight 
Association  Territory.    This  territory  comprises  all  or  part  of 

•  See  Chapter  XII,  Sec.  8. 


182        AMERICAN  COMMERCE  ASSOCIATION 

the  stations  in  Illinois,  Indiana,  Iowa,  Kentucky,  Michigan, 
Missouri,  New  York,  Ohio,  Ontario,  Pennsylvania,  West  Vir- 
ginia and  Wisconsin,  as  generally  indicated  on  Map  No.  18, 
following  page  148. 

Central  Freight  Association  Territory  embraces  points  on 
and  within  the  following  boundary  line: 

Beginning  at  Buffalo,  N.  Y.,  thence  via  the  Erie  Railroad, 
through  Dayton  to  Salamanca,  N.  Y.,  thence  via  Pennsylvania 
Railroad,  through  Corydon,  Pa.,  and  Warren,  Pa.,  to  Parker, 
Pa.,  thence  via  Baltimore  &  Ohio  Railroad  through  Butler  to 
Pittsburgh,  Pa.,  thence  via  Baltimore  &  Ohio  Railroad  through 
Washington,  Pa.,  Wheeling  and  Parkersburg,  W.  Va.,  to  Point 
Pleasant,  W.  Va.,  thence  via  Kanawha  &  Michigan  Railway 
to  Gauley  Bridge,  W.  Va.,  thence  to  Gauley,  W.  Va. ;  thence 
via  Chesapeake  &  Ohio  Railway  to  Ashland,  Ky. ;  thence  via 
north  bank  of  the  Ohio  river  but  including  Louisville,  Ky.,  to 
Cairo,  111. ;  thence  via  East  bank  of  Mississippi,  but  including 
St.  Louis,  Mo.,  to  East  Burlington,  111,;  thence  via  Toledo, 
Peoria  &  Western  Railway  to  Peoria,  111.;  thence  via  Atchi- 
son, Topeka  &  Santa  Fe  through  Streator  and  Joliet,  211.,  to 
Chicago,  111.,  thence  via  west  bank  of  Lake  Michigan  to  Ke- 
waunee, Wis.;  thence  through  Lake  Michigan  and  Straits  of 
Mackinaw;  thence  via  west  bank  of  Lake  Huron  to  Port 
Huron,  Mich.;  thence  to  Sarnia,  Ont. ;  thence  via  Grand 
Trunk  Railway  through  Stratford,  Guelph  and  Georgetown  to 
and  including  Toronto,  Ont.;  thence  via  line  through  Lake 
Ontario  and  Niagara  river,  thence  through  Suspension 
Bridge,  Niagara  Falls,  North  Tonawanda,  Black  Rock,  to  and 
including  Buffalo,  N.  Y. 

Eugene  Morris,  as  Agent,  publishes  over  fifty  of  the  most 
important  agency  tariffs,  and  is  joint  agent  on  a  number  of 
other  tariffs  applying  to  points  in  Alabama,  Arizona,  Arkansas, 
British  Columbia,  California,  Colorado,  Florida,  Georgia, 
Idaho,  Iowa,  Kansas,  Kentucky,  Louisiana,  Mexico,  Missis- 
sippi, Missouri,  Montana,  Nebraska,  Nevada,  New  Mexico, 
North  Carolina,  North  Dakota,  Oklahoma,  Oregon,  South 
Carolina,  South  Dakota,  Tennessee,  Texas,  Utah,  Virginia, 
Washington  and  Wyoming. 


TRAFFIC  GEOGRAPHY  183 

The  Central  Freight  Association  lines  through  Agent 
Morris,  issue  tariffs  jointly  with  the  agent  of  the  Southwestern 
Tariff  Committee  (F.  A.  Leland),  the  Trans-Continental 
Freight  Bureau  (R.  H.  Countiss),  the  Western  Trunk  Line 
Committee  (E,  B.  Boyd),  the  Trans-Missouri  Freight  Bureau 
(W.  A,  Poteet) ;  also  Chicago  and  Ohio  River  Committee 
(C.  E.  Fulton).  If  you  were  to  make  a  shipment  from  a 
point  in  Central  Freight  Association  Territory  to  certain 
points  in  the  Mississippi  Valley  Territory*  you  would  use 
Morris'  Tariff  No.  15  series.  From  Central  Freight  Associa- 
tion points  to  St.  Paul,  Duluth,  Winona,  and  the  Common 
Points,  you  would  use  Morris'  Tariff  No.  12  series.  To  Loui- 
siana Common  Points,  Joint  Tariff  (E.  Morris  and  F.  A. 
Leland,  Agents),  No.  58  series  of  the  Southwestern  Lines. 
It  is  very  necessary,  therefore,  that  you  have  knowledge  of  the 
points  in  the  Central  Freight  Association  Territory  in  order 
that  you  may  know  the  application  of  tariffs  between  this 
territory  and  other  traffic  territories,  rate  groups,  and  rate 
construction  points  in  the  United  States. 

It  should  be  noted  that  the  western  part  of  the  Central 
Freight  Association  Territory  extends  out  of  the  Official 
Classification  Territory  proper,  covering  a  portion  of  the  State 
of  Illinois  and  a  part  of  the  eastern  boundary  of  the  State  of 
Wisconsin.  The  Central  Freight  Association  Territory  ex- 
tends also  to  points  on  the  west  bank  of  the  Mississippi  river; 
also  to  certain  towns  south  of  the  Ohio  river.  The  Central 
Freight  Association  Territory  is  under  the  jurisdiction  of 
carrier  members  of  the  Central  Freight  Association,  Mr. 
Eugene  Morris,  Chairman,  L.  A.  Lowrey,  Secretary,  F.  R. 
Garrison,  Chief  Clerk,  Transportation  building,  Chicago,  111. 

The  following  comprise  the  membership  of  the  Central 
Freight  Association : 

Akron,  Canton  &  Youngstown  Ry.  Bessemer  &  Lake  Erie  R.  R. 

Ann  Arbor  R.  R.  Boyne  City,  Gaylord  &  Alpena  R.  R. 

Baltimore  &  Ohio  R.  R.  Central  Indiana  Ry. 

Baltimore  &  Ohio  Chicago  Terminal  Chesapeake  &  Ohio  Ry. 

R-  R.  Chesapeake  &  Ohio  Ry.  of  Indiana. 

Baltimore  &  Ohio  Southwestern  Chicago  &  Eastern  Illinois  R.  R. 

RR-  Chicago  &  Erie  R.  R. 

*  See  Chapter  XII,  Sec.  6. 


184        AMERICAN  COMMERCE  ASSOCIATION 


Central  Freight  Membership. —  Concluded. 


Chicago,  Indianapolis  &  Louisville 

Ry. 
Chicago,  Milwaukee  &  Gary  Ry. 
Chicago,  Peoria  &  St.  Louis  R.  R. 
Chicago,  Racine  &  Milwaukee  Line. 
Chicago,  Terre  Haute  &  Southeast- 
ern Ry. 
Cincinnati,  Hamilton  &  Dayton  Ry. 
Cincinnati,  Lebanon  &  Northern  Ry. 
Cincinnati  Northern  R.  R. 
Cleveland,  Cincinnati,  Chicago  &  St. 

Louis  Ry. 
Detroit  &  Mackinac  Ry. 
Detroit  &  Toledo  Shore  Line  R.  R. 
Detroit,  Grand  Haven  &  Milwaukee 

Ry. 
Detroit,  Toledo  &  Ironton  R.  R. 
Elgin,  Joliet  &  Eastern  Ry. 
Erie  &  Michigan  Ry,  &  Navigation 

Co. 
Erie  R.  R. 

Goodrich  Transit  Co. 
Graham  &  Morton  Transportation 

Co. 
Grand  Rapids  &  Indiana  Ry. 
Grand  Trunk  Ry.  System. 
Grand  Trunk  Western  Ry. 
Hocking  Valley  Ry. 
Illinois  Central  R.  R. 
Indiana  Harbor  Belt  R.  R. 
Kalamazoo,  Lake  Shore  &  Chicago 

Ry. 

Kanawha  &  Michigan  Ry. 
Lake  Erie  &  Western  R.  R. 


Louisville,  Henderson  &  St.  Louis 
Ry. 

Louisville  &  Nashville  R.  R. 
Manistee  &  Northeastern  R.  R. 
Marietta,  Columbus  &  Cleveland 

R.  R. 
Michigan  Central  R.  R. 
New  York  Central  R.  R.,  Lines  West. 
New  York,  Chicago  &  St.  Louis 

R.  R. 
Norfolk  &  Western  Ry. 
Northern  Michigan  Transportation 

Co. 
Pennsylvania  Co. 
Pennsylvania  R.  R. 
Pittsburgh  &  Lake  Erie  R.  R. 
Pittsburgh,  Cincinnati,  Chicago  & 

St.  Louis  Ry. 
Pittsburgh,  Lisbon  &  Western  R.  R. 
Pere  Marquette  Line  Steamers. 
Pere  Marquette  R.  R. 
Pontiac,  Oxford  &  Northern  Ry. 
Southern  Ry.  (St.  Louis-Louisville 

Lines). 
Toledo  &  Ohio  Central  Ry. 
Toledo,  Peoria  &  Western  R.  R. 
Toledo,  St.  Louis  &  Western  R.  R. 
Vandalia  R.  R. 

Wabash  Pittsburgh  Terminal  Ry. 
Wabash  R.  R. 

Wheeling  &  Lake  Erie  R.  R. 
Youngstown  &  Ohio  River  R.  R. 
Zanesville  &  Western  Ry. 


The  specific  points  in  Central  Freight  Association  Terri- 
tory, including  points  subject  to  Exceptions  to  Official  Classi- 
fication, published  by  Eugene  Morris,  Agent,  are  as  follows: 


Illinois. — All 

Alden. 
Buena  Vista. 
Dakotah. 
Davis. 
Durand. 
Galena  on  C.  & 
N.  W.  Ry. 

Indiana. — All  stations. 


stations  except: 

Genet. 

Hebron. 

Latham  Park. 

Lawrence. 

McConnell. 

Millbrig. 


Orangeville. 
Red  Oak. 
Rock  City, 
Rockton. 
Roscoe. 


Roscoe  Siding. 
Ruby. 

Scioto  Mills. 
Shirland. 
Winslow. 


Iowa. —  The  following  stations: 


Ballinger. 

Bettendorf, 

Burlington,             Columbus  Jet 

Bard. 

Bricker. 

Cascade.                  Camanche. 

Beck. 

Buffalo. 

(Des  Moines  Co.)  Davenport 

Bellevue. 

Ballard. 

ainton.                    Dubuque. 

TRAFFIC  GEOGRAPHY 


185 


Iowa. —  Stati 

ions  —  Concluded. 

Elrick  Jet. 

Green  Island. 

Mediapolis. 

Sandusky. 

Fairport. 

Hahn's  Switch. 

Montpelier. 

Shaffton. 

Folletts. 

Huron. 

Montrose. 

Shoecraft. 

Ft.  Madison. 

Kemper. 

Mooar. 

Shopton. 

Fosterdale. 

Keokuk. 

Morning  Sun. 

Sperry. 

Fredonia. 

Kingston. 

Muscatine. 

Spring  Grove. 

Fruitland. 

(Des  Moines  Co.)  Newport. 

Summit. 

Galland. 

Latty. 

Oakville. 

(Muscatine  Co.) 

Garden  City. 

LeCIaire. 

Pleasant  Creek. 

Tile  Works. 

(Louisa  Co.) 

Letts. 

Pleasant  Valley. 

Viele. 

Garland. 

Linwood. 

Princeton. 

Wapello. 

Gordon's  Ferry 

Lyons. 

Round  House. 

West  Keithsburg. 

Grandview. 

Maeuta. 

Sabula. 

Wever. 

Kentucky. — 

The  following 

Stations : 

Altamont. 

Edgington. 

Lloyd. 

Ross. 

Ashland. 

Fair  Grounds. 

Lock  No.  35. 

Ruggles. 

Ashland  Jet. 

Fayette. 

Louisville. 

Russell. 

Augusta. 

Fire  Brick. 

L.  &  N.  Jet. 

St.  Paul. 

Beagle. 

Foster. 

Manchester. 

Sand  Hill. 

Beckett. 

Frost. 

Maysville. 

Siloam. 

Bellefonte. 

Fullerton. 

Melbourne. 

Silver  Grove. 

Bellevue. 

Garrison. 

Mentor. 

Smith's  Creek. 

Bradford. 

Georgetown. 

Mitchell. 

South  Portsmouth. 

Brent. 

Glenn. 

Newport. 

South  Ripley. 

Broshears. 

Glen  Park. 

New  Richmond. 

Springdale. 

Bruce. 

Gray's  Branch. 

Normal. 

Sullivans. 

Buena  Vista. 

Greenup. 

Norton. 

Tannery. 

California. 

Henderson. 

Oneonta. 

Taylor. 

Carntown. 

Hermann. 

Owensboro. 

Trace. 

Carrs. 

Higginsport. 

Paducah. 

Upper  Bruce. 

Carter. 

Hodges. 

Paris. 

Utopia. 

Catlettsburg. 

Hoist. 

Pence. 

Vanceburg. 

Chaffee. 

Irwin. 

Pike  Crossing. 

Walton. 

Chalkley. 

Ivor. 

Poplar. 

Water  Works. 

Clyffeside. 

K.  C.  Jet. 

Quincy. 

Wellsburg. 

Concord. 

Kirkville. 

Red  Brush. 

Williams. 

Covington. 

Latonia. 

River  ton- 

Willow  Grove. 

Davis. 

Lexington. 

Rock  Crusher. 

Winchester. 

Dayton. 

Limeville. 

Rock  Springs. 

Wright 

Deep  Cut. 

Little  Sandy. 

Rome. 

Wurtland. 

Dover. 

Maryland. — 

The  following 

stations : 

Buffalo  Rua 

Geices. 

Kendall. 

Selbysport. 

Friendsville. 

Michigan  (Lower  Peninsula). — All  stations. 


Michigan  (Upper  Peninsula). —  The  following  stations: 

Manistique.  Menominee.  St.  Ignace.  Thompson. 

Manistique  Wharf. 


186 


AMERICAN  COMMERCE  ASSOCIATION 


Missouri. —  Stations  as  follows 

Alexandria.  F"'     ^_,. 

Ashburn.  Gregory. 

Busch.  Hannibal. 

Canton.  Helton. 

Clemens.  Huiskamp. 

Dunsford.  Ilasco. 


La  Grange. 

Lamb. 

La  Motte. 

Louisiana. 

Love. 

Hunger's  Switch. 


Reading. 

St.  Louis. 
Saverton. 
West  Quincy. 
White  Rock. 


New  York. —  Stations  as  follows 


Abbott's  Road. 

Angola. 

Ashville. 

Athol  Springs. 

Bay  View. 

Beach  Ridge. 

Big  Tree. 

Black  Rock. 

Blasdell. 

Brainard. 

Brocton. 

BufiFalo. 

Buffalo  Creek. 

Buffalo  Dock. 

Buffalo  Jet. 

Buffalo  Lake. 

Buffalo  Ore  Dock. 

Buffalo  Town. 

Cambria. 

Cassadaga. 

Cattaraugus. 

Cemetery, 

Cheektowaga. 

Cherry  Creek. 

Qover  Bank. 

Qymer. 

Cold  Spring. 

Collins. 

Concord. 

Conewango. 

Dayton. 

Depew. 

Derby. 

Dunkirk. 

East  Buffalo. 

East  Buffalo 

Stk.  Yds. 
East  Buffalo 

Transfer. 


East  Hamburg. 

Ebenezer. 

Echota. 

Eden  Centre. 

Eden  Valley. 

Elk. 

Elwood  Park. 

Falconer. 

Falconer  Jet. 

Farnham. 

Fentonville. 

Forestville. 

Forks. 

Forsyth. 

Fredonia. 

Frewsburg. 

Gales. 

Gardenville. 

Gerry. 

Gowanda. 

Hamburg. 

Hamburg-on-the- 

Lake. 
Harriet. 
Hodgeville. 
Hoffman. 
Hurlburt. 
Indian  Church. 
International  Jet. 
Irving. 
Jamestown. 
Kellogg. 
Kennedy. 
Kensington. 
Lackawanna. 
Lake  View. 
Lakewood. 
Lancaster. 
Laona. 


La  Salle. 

Lawtons. 

Lewiston. 

Lily  Dale. 

Little  Valley. 

Lockport. 

Main  St.  (Buffalo) 

Mapleton. 

Markhams. 

Martinsville. 

Mayville. 

Moons. 

Murphy's. 

Niagara  Falls. 

Niobe. 

North  Collins. 

North  Evans. 

North  Tonawanda. 

Nortons. 

Nypenn. 

Onoville. 

Panama. 

Peeks  Siding. 

Pendleton  Centre. 

Pennsylvania  R.  R. 

Jet. 
Perrysburg. 
Persia. 
Pomfret. 
Portland. 
Pratts. 
Prospect. 
Quaker  Bridge. 
Randolph. 
Red  House. 
Ripley. 
Roland. 
Salamanca. 
Sanborn. 


Sand  Siding. 

Sheridan. 

Sherman. 

Silver  Creek. 

Sinclairville. 

Smith's  Mills. 

South  Dayton. 

South  St. 
(Brocton). 

State  Line. 
(Chautauqua 
Co.) 

Steamburg. 

Summerdale. 

Suspension  Bridge. 

Tpueccassa  Lum- 
ber Co.  Nos. 
I  and  2. 

Van  Buren. 

Waite's  Crossing. 

Walden  Ave. 
(Buffalo). 

Wanakah. 

Washburn. 

Water  Valley. 

Watt's  Flats. 

Westfield. 

West  Perrysburg. 

West  Salamanca. 

West  Seneca. 

Weyer. 

Whitmier. 

Williamsville. 

Winchester. 

Woleben. 

Wolf  Run. 

Wurlitzer. 


Ohio. — All  stations. 


Ontario. —  Stations  as  follows : 

Ainslie.  Appin.  Attercliffe.  Ballsville. 

Allanburg.  Appin  Jet.  (Monck  Co.)  Bartonville. 

Alvinston.  Arkwood.  Aylmer.  Beach  Road. 

Amherstburg.  Amer.  Bairds.  Beachville. 


TRAFFIC  GEOGRAPHY 


187 


Ontario. —  Stations  —  Continued. 


Beamsville. 

Dumfries. 

Jarvis. 

Bear  Line. 

Dundas. 

Jeannettes. 

Belle  River. 

Dunville. 

Jeannette's  Creek. 

Belmont. 

Dutton. 

Jerseyville. 

Black  Creek. 

Eastwood. 

Jordan. 

Blackeley. 

Eberts. 

Kent  Bridge. 

Blenheim. 

Eddy's. 

Kerwood. 

Blenheim  Jet. 

Eden. 

Kimballs. 

Blytheswood. 

Edgars. 

Kingscourt  Jet 

Bothwell. 

Edward. 

Kingsmill. 

Brandy  Creek. 

Ekfrid. 

Kingsville. 

Brantford. 

Ellaton. 

Komoka. 

Bridgeburg. 

Elmstead. 

Lake  Beach. 

Brigden. 

Ennett. 

Lake  Erie. 

Brookfield. 

Essex. 

Lake  Shore  Jet. 

Brownsville. 

Falls  View. 

Larkin. 

Burford. 

Fargo. 

La  Salette. 

Burgessville. 

Fenwick. 

Lawrence. 

Burke. 

Fletcher. 

Leamingtoa 

Buxton. 

Fonthill. 

London. 

Cainsville. 

Forrestville; 

Longwood. 

Caledonia. 

Fort  Erie. 

Lowbanks. 

Canfield. 

Garnet. 

Lynden. 

Canfield  Jet. 

Glanford. 

Lynn  Valley. 

Caradoc. 

Glanworth. 

Lythmore. 

Cayuga. 

Glencoe. 

McGregor. 

Cedar  Springs. 

Glen  Rae. 

McNab. 

Chantler. 

Glenwood. 

Maidstone. 

Charing  Cross. 

Gobies. 

Mandaumin. 

Chatham. 

Gordon. 

Marshfield. 

Chautauqua  Jet. 

Governor's  Road. 

Marshville. 

Chippawa. 

Grassies. 

,  Melbourne. 

Churchs. 

Griffin's. 

Melrose. 

Coatsworth. 

Grimsby  Beach. 

Merlin. 

Colemans. 

Grimsby. 

Merritton. 

Comber. 

Hagersville. 

Middlemarch. 

Cooks. 

Hamilton. 

Middlemiss. 

Copetown. 

Harley. 

Middleport. 

Corinth. 

Harrietsville. 

Middletown  Line. 

Cornell. 

Harris. 

Mineral  Springs. 

Corunna. 

Harrisburg. 

Mitchell's  Bay. 

Courtland. 

Harrow. 

Montague. 

Courtright 

Hatchley. 

Montrose. 

Crumlin. 

Hawtrey. 

Montrose  Jet. 

Currie. 

Hay  croft 

Mooretown. 

Darling  Road 

Hewitt. 

Moulton. 

Darrell. 

Hickson. 

Mt.  Brydges. 

Decewsville. 

Highgate. 

Mt.  Elgin. 

Delhi. 

Holmesdale. 

Mt.  Pleasant. 

Desmarasis. 

Huffs. 

Mt.  Vernon. 

Diltz. 

Humberstone. 

Muirkirk. 

Dorchester. 

Hyde  Park  Jet. 

Mull. 

Dover  Centre. 

Ingersoll. 

Muncey. 

Dresden. 

Iniwood. 

Nelles'  Comers. 

Dufferin. 

lona. 

Netherby. 

Newbury. 
New  Canaan. 
New  Durham. 
New  Sarura. 
Niagara  Falls. 
Niagara  Jet. 
Niagara-on-the- 

Lake. 
Nixon. 
North  Appin. 
North  Bothwell. 
North  Chatham. 
North  Glencoe. 
North  Newbury. 
North  Thamesville 
Northwood. 
Norwich. 
Oakland. 
O'Dell. 
Oil  City. 
Oil  Springs. 
Oldcastle. 
Onondaga. 
Ontario  Heights. 
Ostrander. 
Otterville. 
Ouvry. 
Paincourt. 
Paincourt  Jet 
Paquette. 
Paris. 
Paxtoa 
Paynes. 
Pelton. 
Perry. 
Petrolia. 
Petrolia  Jet. 
Piggotts. 
Pike  Creek. 
Pleasant  Ridge. 
Point  Edward. 
Port  Burwell. 
Port  Colborne. 
Port  Dalhousie. 
Port  Dover. 
Port  Lambton. 
Port  Robinson. 
Port  Rowan. 
Port  Stanley. 
Port  Weller. 
Port  Weller  Jet 
Prairie  Siding. 
Princeton. 
Puce. 
Putnam. 
Queenston. 


188        AMERICAN  COMMERCE  ASSOCIATION 


Ontario. —  Stations  —  Concluded. 


Ranges. 

Renton. 

Renwick. 

Richardson). 

Ridgetown. 

Ridgeville. 

Ridge  way. 

Ringold. 

Rodney. 

Rond  Eau. 

Rosslyn. 

Ruscomb. 

Ruthven. 

Rymal. 

St.  Anns. 

St.  Catharines. 

St.  Catharines  Jet. 

St  Clair. 

St.  Clair  Jet. 

St.  Davids. 

St.  George. 

St.  Joachim. 

St.  Thomas. 

St.  Williams. 

Salford. 

Sandison.. 

Sarnia. 


Sarnia  Tunnel. 

Scotland. 

Seneca. 

Sea  Cliflf  Park. 

Shedden. 

Sherks. 

Shipyard. 

Shrewsbury. 

Silverdale. 

Simcoe. 

Smithville. 

Sombra. 

Souterville. 

Southwick. 

Southwold. 

Springfield. 

Springford. 

Stamford. 

Staples. 

Stevens. 

Stevenson. 

Stevensville. 

Stoney  Creek. 

Stoney  Point 

Straffordville. 

Strathroy. 

Stringer. 


Stromness. 

Summit. 

Taylor. 

Tecumseh. 

Thamesford. 

Thames  Kiver. 

Thamesville. 

Thorold. 

Tilbury. 

Tilsonburg. 

Townsend. 

Tupperville. 

Vanessa. 

Victoria. 

Victoria  Park. 

Vienna. 

Villa  Nova. 

Vineland. 

Vinemount. 

Vittoria. 

Vosburg. 

Wainfleet. 

Walkers. 

Walkerville. 

Walkerville  Jet. 

Wallaceburg. 

Walsh. 


Pennsylvania. —  Stations  as  follows: 


Ache  Jet  Allegheny. 

Acheson.  (Chestnut  St) 

Ackleson.  Allegheny. 
Acme  Coke  Works.  (Locust  St) 

Acme  Works.  Allegheny. 

Acme  Ovens.  (North  Ave. ) 

(Penn.  Coke  Co.) Allegheny. 

Acosta.  (Pittsburgh, 

Adah.  North  Side.) 

Adams.  Allegheny. 

Adamsville.  (Preble  Ave.) 

Adelaide.  Allegheny. 

Aiken.  (South  Ave.) 

(Allegheny  Co.)  Allegheny  Valley 

Ajax.  Brick  Co. 

Akeley.  Allenport 

Aladdin.  Allison. 

Albion.  Allison  Park. 

Alice  Mines.  Allsworth. 

Alicia.  Alpsville. 

(Fayette  Co.)  Althom. 
Alice  (Fayette  Co.)AIverton. 

Aliquippa.  Amasa. 

Allegheny.  Ambridge. 

Allegheny.  Anderson. 

(Anderson  St.)  Anderson  Road. 


Andrico. 

Annandale. 

Antram. 

Apollo. 

Ardara. 

Arden. 

Arensberg. 

Argentine. 

Argyle. 

Armstrong. 

Arona. 

Arnold. 

Arnold  City. 

Aspinwall. 

Atchison. 

Atlantic. 

Atlantic  Colliery 

No.  2. 
Atlantic  Mine. 
Atlantic  Refinery 

Co.  No.  36. 
Atwells  Crossing. 
Aultman. 
Avalon. 
Avella. 


Wanstead. 

Waterford. 

Watford. 

Watson. 

Waubuno. 

Wawanosh. 

Weidmans. 

Welland. 

Welland  Jet 

West  Lome. 

Westminster. 

Wheatley. 

Whitebread. 

Whites. 

Wigle. 

Wilkie. 

Windham. 

Windsor. 

Winona. 

Woodslee. 

Woodstock. 

Wyoming. 

Yarmouth. 

Zorra. 


Avonmore. 

(Westmoreland 
Co.) 
Baden. 
Bagdad. 

Bagdad  Colliery. 
Baggaley. 
Bailey  Point. 
Baird. 

Bakerstown. 
Bamford. 
Banksville. 
Banning. 
Barber's. 
Barking. 
Barnes  Crossing. 
Baum. 

Beachley  Mine. 
Beadling. 
Bear  Lake. 
Bear  Run. 
Beatty. 

Beatty  Colliery. 
Beaver. 
Beaver  Falls. 
Beaver  Road. 


TRAFFIC  GEOGRAPHY 


189 


Pennsylvania. —  Stations  —  Continued. 


Becks  Run. 

Beechmon. 

Belle  Bridge. 

Belle  Valley. 

Belle  Vernon. 

Bellevue. 

Belmar. 

Ben  Avon. 

Benicoll. 

Bentleyville. 

Besco. 

Bessemer. 

Bessemer  Transfer 

Best  Siding. 

Bethany  Works. 

Bethel. 

Biddle. 

Bidwell. 

Big  Bend. 

Big  Meadow  Run. 

Bishop. 

Bitner. 

Bitner  Coke 

Works. 
Bittner  Ovens. 
Blackburn. 

(Butler  Co.) 
Black  Diamond. 
Black  Lick. 
Blackstone  Col- 
liery. 
Black's  Run. 
Blairsville. 
Blairsville  Inter- 
section. 
Blaisdell  Jet. 

Blue  Stone  Quar- 
ries. 

Blythedale. 

Bolivar. 

Bonnie  Brook. 
(B.R.&P.Ry.) 

Border. 

Borland. 

Boston. 

Boswell. 

Boughton. 

Bouquet. 

Bovard. 

Bower  Hill. 

Boyce. 

Boyer  Works. 

Brackenridge. 

Braddock. 

Bradenville. 

Braeburn. 


Branch. 

Branchton. 

Brandon. 

Braznell. 

Brent. 

Brevard. 

Brewster  Mine 

No.  I. 
Brewster  Mine 

No.  2. 
Bridgeville. 
Bridgewater. 

(Beaver  Co.) 
Brier  Hill. 
Brightwood. 
Brilliant. 
Br  inker. 
Brinkerton. 
Briquette. 
Broadford. 
Broadford  Jet. 
Brook. 
Brown. 
Brownfield. 
Browning  Coke  Co 
Brownsdale. 

(Allegheny  Co.) 
Brownsville. 

Brownsville  Jet. 
Brownsville  Road. 
Bruceton. 

Bruin. 

Brush  Run  Ovens. 

Bryant. 

Buchanan. 

Buckeye. 

Buena  Vista. 

Buhls. 

Bulger. 

Bunola. 

Burchinal  Ovens. 

Burdine. 

Burgettstown. 

Burrell. 

Bute. 

Butler. 

Butler  Jet. 

Butler  Transfer. 

Cabot. 

California. 

California  Provi- 
sion Co. 

Callery. 

Calumet. 

Cambridge 
Springs. 


Camden. 
Campbell. 

(Allegheny  Co.) 
Cannellton. 
Canonsburg. 
Carbon. 

Carbon  Brick  Co. 
Carbon  Center. 
Carlton. 
Carmona. 
Carnegie. 
Carney  Mine. 
Carter. 

Carter  Iron  Co. 
Casselman. 
Castle  Shanon. 
Catfish. 
Cecil. 
Cedar  Creek. 

(Westmoreland 
Co.) 
Celia. 
Centreville. 

(Crawford  Co.) 
Centreville. 

(Washington 
Co.) 
Century  Coke  Co. 

Siding. 
Chambers. 
Chambersville. 
Champion  Works. 
Charleroi. 
Charlestown. 
Cheat  Haven. 
Cherry  Valley. 
Chester  Mine 

No.  2. 
Cheswick. 
Chewton. 
Chicora. 
Childs. 

(Fayette  Co.) 
Christy  Park. 
Church  Hill. 
Clairton. 
Clare  Works. 
Claridge. 
Clarksburg. 
Clarks  Colliery. 
Clark's  Crossing. 
Clark's  Mills. 
Clarksville. 
Claysville. 
Claytonia. 
Clevers. 


Cliff  Mine. 
Cloe(B.R.&P.). 
Clokey. 

Clyde  Colliery. 
Coal  Bluff. 
Coal  Centre. 
Coal  Run  Mining 

Co. 
Coal  Valley. 
Cobham. 
Cochran's  Mill. 
Cochranton. 
Coffey's  Crossing. 
Cokeburg. 
Coleman. 
Colfax. 
College. 
Collier. 
Collinsburg. 
Colonial  Coke 

Works  No.  4. 
Colonial  Colliery 

No.  I. 
Colonial  Colliery 

No.  2. 
Colonial  Colliery 

No.  3. 
Colonial  Colliery 

No.  4. 
Colonial  Colliery 

No.  296. 
Columbus. 
Colza. 
Concord. 
Conemaugh. 
Confluence. 
Confluence  &  Oak- 
land Jet. 
Conneaut  Jet. 
Conneaut  Lake. 
ConneautvilTe. 
Connellsville. 
Connellsville. 

(West  Side.) 
Connellsville 

Transfer. 
Consolidation 

No.  114. 
Consolidation 

No.  lis. 
Consolidation 

No.  116. 
Continental  Works 

No.  I. 


190 


AMERICAN  COMMERCE  ASSOCIATION 


Pennsylvania. —  Stations  —  Continued. 


Continental  Works 

No.  2. 
Continental  Works 

No.  3. 
Conway. 
Cool  Spring. 
Copeland. 
Coral. 
Coraopolis. 
Corry. 
Corrydon. 
Coulson. 
Coulter. 
County  Home. 

(Allegheny  Co.) 
County  Home. 
(Westmoreland 
Co.) 
Courtney. 
Courtney's  Mills. 
Coverts. 
Cowan. 
Cowansburg. 
Cowanshannoc 
Cow  den. 
Crabtree. 
Crafton. 
Craigsville. 
Craigsville  Branch 
Jet. 

Cramer  Colliery. 

Cramer,  Joseph. 

Cranesville. 

Crayton. 

Creekside. 

Creighton. 

Crescent  Mine 
No.  35. 

Cribb. 

Cribbs  Siding. 

Cross. 

Crossland. 

Crossland  Ovens. 

Crouches. 

Crows  Nest 
Colliery. 

Crucible. 

Crystal  Ovens. 

Culmerville. 

Cummings. 

Cunningham. 

Curtisville. 

Cyrilla  Colliery. 

Daniels  Run. 

Darent. 


Darlington. 

Darnley. 

David  Ready. 

Davidson, 

Davidson  Siding. 

Dawson. 

Dawson  Run. 

Dearth  Works. 

Debo. 

Demmler. 

Denbo. 

Denny. 

Denny  Colliery. 

Derby. 

Derry. 

Derry  Colliery 

No.  2. 
Dewey. 

(Armstrong  Co. 
Dexter  Transfer. 
Dick. 

Dickerson  Run. 
Dick  Sand  Co. 

Spur. 
Dicksonburg. 
Dilworth  Colliery. 
Dinsmore. 
Dixmont. 
Donald  No.  i 
Works. 

Donald  No.  2 
Works. 

Donald  No.  3 
Works. 

Donnelly. 

Donohoe. 

Donora. 

Dorothy  Coke 
Works. 

Dotter. 

Doughty. 

Douglass. 

Downieville. 

Drake. 

Dravo. 

Dravosburg. 

Duffs. 

Dumas. 

Dunbar. 

Duncan. 

Dundale. 

Dunlaps  Creek 
Works. 

Dunlevy. 

Dunn's  Eddy. 


Duquesne. 
Duquesne  Wharf. 

D.  U.  Tower. 
Duvall. 

E.  &  P.  Transfer. 
Eagle  Rock. 
Eagle  Transfer. 
East  Brady. 
Eastbrook. 
East  California. 
East  Carnegie. 
East  Charleroi. 
East  Connellsville 

Works. 

East  Frederick- 
town. 

East  Greensburg. 

East  Liberty. 
)East  Millsboro. 

East  New  Castle. 

East  Olivet. 

East  Pittsburgh. 

East  Rice's  Land- 
ing. 

East  Riverside. 

East  Roscoe. 

East  Sandy. 

Eberhardt. 

Eclipse. 

Economy. 

Edenborn. 

Edenburg. 

Edgecliff. 

Edgewater. 

Edgeworth. 

Edna. 

Edna  Colliery. 

Edri. 

Eighty-four. 

Eisaman. 

Eleanor  No.  4 
Works. 

Elfinwild. 

Elgin. 

Elizabeth. 

Elk  Creek. 

Elk  Creek  Siding. 

Ellrod. 

Ellsworth. 

Ellwood  City. 

Ellwood  Jet. 

Elm  Grove  Ovens 

Elrama. 

Emblem. 

Emery  Ovens. 

Emlenton. 


Emma. 
Emme. 
Emorton. 
Emsworth. 
End  of  Andrews 

Run  Branch. 
End  of  Avonmore 

Branch. 
End  of  Axle 

Works  Branch. 
End  of  Baileys 
Run  Branch. 
End  of  Bessemer 

Coke  Branch. 
End  of  Black  Legs 

Creek  Branch. 
End  of  Boyer  Run 

Branch. 
End  of  Brinker 
Run  Branch. 
End  of  Brush 

Creek  Branch. 
End  of  Bull  Run 

Branch. 
End  of  Dunbar 

Branch. 
End  of  Fairchance 

Branch. 
End  of  Grindstone 

Branch. 
End  of  Hunker 

Branch. 
End  of  Indian 
Run  Branch. 
End  of  Jamison 
Branch  No.  2. 
End  of  Jeannette 

Branch. 
End  of  Lyons 
Run  Branch. 
End  of  Mahoning 

Branch. 
End  of  Manor 

Branch. 
End  of  Morrell 

Branch. 
End  of  New  Flor- 
ence Branch. 
End  of  Overton 

Branch. 
End  of  Ruffsdale 

Branch. 
End  of  Schoon- 
maker  Branch. 
End  of  Stoner- 
ville  Branch. 


TRAFFIC  GEOGRAPHY 


191 


Pennsylvania. —  Stations  —  Continued. 


End  of  Streets 
Run  Branch. 

End  of  Tarr 
Branch. 

End  of  Tearing 
Run  Branch. 

End  of  Turtle 
Creek  Branch. 

End  of  Unity 
Branch. 

End  of  Westmore- 
land Branch. 

End  of  Whitehall 
Branch. 

End  of  Wynn 
Branch. 

Enlow, 

Enoch. 

Enon. 

Enterprise  Coke 
Works. 

Erie. 

Ernest. 

Espyville. 

Essen. 

Etna. 

Euclid. 

Eureka. 

Evans. 

Evans  City. 

Everson. 

Ewing's. 

Export. 

Exposition  Park. 

Fairbank. 

Fairchance. 

Fairchance  Trans- 
fer. 

Fair  Haven. 

Fairmont. 

Fairmount. 

Fair  Oaks. 

Fairview. 

Fallston. 

Farrell. 

Fayette  City. 

Federal. 

Feldner. 

Fenelton. 

Ferguson. 

Ferris. 

Fetterman. 

Ficht. 

Fieldmore 
Springs. 

Fife. 


Filbert  Works. 
Finleyville. 
Finley  Works. 
Fishers  Siding. 
Fitz  Henry. 
Flanigan. 
Fleming  Quarry. 
Floreffe. 
Foley's  Siding. 
Fombell. 
Footedale. 
Forbes  Road. 
Forest  Grove. 

(Allegheny  Co.) 
Ford  City. 
Fort  Hill. 
Ft.  Pitt. 
Foster. 

(Armstrong 
Co.) 
Foster. 

(Venango  Co.) 
Foustvi^ell. 
Foxburg. 
Frances  Mine. 
Francis. 
Francis  No.  2 

Works. 
Franklin. 
Fredericktown. 
Fredonia. 
Freedom. 
Freeport. 
Fretts  Works. 
Friedens. 
Frisco. 
Frye. 
Fuller. 

(Fayette  Co.) 
Fulton  Run  Jet. 
Fulton  Run 

Tipple. 
Gallatin. 
Gamble. 
Gans. 
Gardner  Ave. 

Yard. 
Garland. 
Carver's  Ferry. 
Garwood  Works. 
Gascola. 
Gastonville. 
Gates. 
Gawango. 
Geiger. 
Geneva. 


Genuine  Connells- 
ville  Coke  Co. 

George. 

Gibsondale. 

Gibsonia. 

Gibsonton. 

Gilbert. 

Gilkeson. 

Gill  Hall. 

Gilmore  Ovens. 

Gilmore  Coke  Co. 

Gilpin  Colliery. 

Girard. 

Gist. 

Gladden. 

Glade. 

Glanford. 

Glassmere. 

Glassport. 

Glen. 

Glencairn. 

Glenfield. 

Glen  Osborne. 

Glenover. 

Glenshaw. 

Glenwood. 

Glynden. 

Godfrey. 

Goehring. 

Goff. 

Goss  Mine. 

Grace  Siding. 

Graceton. 

Grand  Valley. 

Grant  City. 

Grapeville. 

Gratztown. 

Gray. 

Grays  Landing. 

Great  Belt. 

Greene  Jet. 

Greenlee. 

Greenock. 

Greensburg. 

Greensburg  Col- 
liery No.  2. 

Greenville. 

Greenwald. 

Greer. 

Gregg. 

Griffin  No.  I 
Works. 

Griffin  No.  2 
Works. 

Grindstone. 

Grove  City. 


Grovedale. 

Groveton. 

Guffey. 

Guyasuta. 

Gwrendolen. 

Hackett. 

Haddon  Colliery. 

Hadley. 

Hahntown. 

Hall. 

Hallston. 

Hamilton  Colliery. 

Hammondsville. 

Hanlin. 

Hannastown. 

Harbison. 

Harbison- Walker 
Refractories  Co. 

Harbor  Bridge. 

Harbor  Creek. 

Harmarville. 

Harmonsburg. 

Harmony. 

Harmony  Jet. 

Harrison. 

Harrison  City. 

Harrisville. 

Hartstow^n. 

Harwick. 

Hawkins. 

Hays. 

Hays  Connection. 

Haysville. 

Hazel  Kirk. 

Hazelwood. 

Hazen. 

Heath. 

Hecla. 

Hecla  No.  i. 

Hecla  No.  3. 

Helen. 

Hemlock. 

Hempfield. 

Hempfield  Col- 
lieries Nos.  I 
and  3. 

Hempfield  Col- 
liery No.  2. 

Henlein. 

Henry's  Bend. 

Henry  Siding. 

Herbert  Works. 

Herman. 

Herminie. 

Hermitage. 


192 


AMERICAN  COMMERCE  ASSOCIATION 


Pennsylvania. —  Stations  —  Continued. 


Herrs  Island. 

Hewitts. 

Hickman. 

Hickman  Run  Jet. 

Hickory. 

High  House. 

High  House  Coal 
&  Coke  Co. 

Highland. 

Hill. 

Hilliards. 

Hill's. 

Hillside. 

Hillsville. 

Himebaugh. 

Hoboken. 

Holsopple. 

Home. 

Homer  City. 

Homestead. 

Homestead 
Transfer. 

Homewood. 
(Allegheny  Co.) 

Hooker. 

Hooks. 

Hoovers  Distillery. 

Kooversville. 

Hoover  Works. 

Hope  Mills. 

Hopwood. 

Horn. 

Homers  Delivery 
Siding. 

Horning. 

Horse  Shoe  Bot- 
tom. 

Hostetter. 

Houston. 

Houston  Jet. 

Hoytdale. 

Huff. 

Hulton. 

Hulton  Ferry. 

Humphrey. 

Hunker. 

Hunter. 

Huron. 

Huron  Colliery. 

Husband. 

Huston. 

Huston  Run. 

Huston  Run  Mine. 

Hutchinson. 

Hutchinson  Col- 
liery. 


Hyde  Park. 

Hydetown. 

Idlewood. 

Ifield. 

Imperial. 

(Allegheny  Co.) 
Indiana. 
Indian  Creek. 
Industry. 
Inghams. 
Ingram. 

lola  Coal  Works. 
Iron  Bridge. 
Irvineton. 
Irwin. 
Isabella. 
Isle. 
Iselin. 

Iselin  Mine  No.  4. 
Ivywood. 
Jackson. 
Jackson  Centre. 
Jacksonville  Mine 

Jet. 
Jacobs  Creek. 
James  Siding, 

Belmar. 
Jamestown. 
Jamison. 
Jamison  Colliery 

No.  I. 
Jamison  Colliery 

No.  2. 
Jamison  Colliery 

No.  3. 
Jamison  Colliery 

No.  6. 
Jamisonville. 
jeanette. 
Jeffreytown. 
Jenner. 
Jerome  Jet. 
Jewell. 
Jerome  Mines  i 

and  2. 
Jimtown. 
Johnetta. 
Johnstown. 
Josephine. 
Junction  Transfer. 
Juneau  (B.R.  & 

P.) 
Juniata  Ovens. 
K.  O.  Jet. 
Kanty. 
Karns. 


Katberine  Works. 
Kaylor. 

(Armstrong 
Co.) 
Keeling. 
Keenan. 
Keepville. 
Keister. 
Kelly. 
Kendall. 
Kennard. 
Kennerdell. 
Kent. 
Kenwood. 
Keppel. 

Keystone  Store. 
Kimmel. 

(Indiana  Co.) 
Kimmelton. 
Kinder  Mine. 
Kinzua. 

Kiskiminetas  Jet. 
Kittanning. 
Knob  Mine. 
Knopp. 
Koppel. 
Kremis. 
Krings. 
La  Belle. 
Lachman. 
Lafayette  Mine. 
Lakeville. 
Lambert. 
Landstreet. 
Lane. 
Landon. 
Langdon. 
Lardin. 
Large. 

Large  Delivery. 
Large  Distilling 

Co. 
Larimer. 
Latrobe. 
Latrobe  Colliery 

No.  2. 
Latrobe-Connells- 

ville  Colliery. 
Laughlin  Jet. 
Lavenia. 
Lawrence  Jet. 
Layton. 
Lead  Works. 
Leasdale. 
Leasure  Siding. 
Le  Boeuf. 


Leekrone. 

Leekrone  Ovens. 

Leechburg. 

Leesburg. 

Leetsdale. 

Legionville. 

Leisenring. 

Leisenring  No.  i. 

Leisenring  No.  2. 

Leith. 

Lemont. 

(Fayette  Co.) 
Lemont  Ovens 

No.  I. 
Lemont  Ovens 

No.  2. 
Lick  Run  Jet. 
Lidalia  Mine. 
Liggett. 
Ligonier  Mine 

No.  2. 
Lilly  Coal  &  Coke 

Co. 
Lincoln  Mine. 
Lincoln  Siding. 
Lincolnville. 
Lindencross. 
Linesville. 
Linn. 
Listie. 
Listonburg. 
Litton  Siding. 
Litzenberg  Sid- 
ing. 
Livermore. 
Lock  No.  3. 
Lockport. 
Locust. 
Logans. 
Logan's  Ferry. 
Logansport. 
Lone  Tree. 
Longview. 
Longview  Jet. 
Lottsville. 
Lotus. 
Lovell. 
Lowber. 
Lower  Hillville. 
Low  Phos 
Low  Phos 

Works. 
Loyalhanna. 
Lucas. 
Lucasville. 
Lucerne  Jet. 


TRAFFIC  GEOGRAPHY 


193 


Pennsylvania. —  Stations  —  Continued. 


Lucerne  Mines. 

Lucesco. 

Lynces  Jet. 

Lyons. 

Lytle's  Siding. 

McAbee. 

McBride. 

McCalmont. 

McClintock. 

McClure. 

McConnell's  Mill. 

McCoy. 

McCune. 

McDonald. 

McGuggin. 

Mclntyre. 

McKean. 

McKeefrey 

Works. 
McKeesport. 
McKees  Rocks. 
McKelvey  Hine 

Co. 
Mackin. 
McLaughlin. 
Madison. 
Magee. 
Magnus. 
Maher  Colliery 

No.  I. 
Mahoning. 
Mahoningtown. 
Mammoth. 
Mancha. 
Manor. 
Manorville. 
Manown. 
Maple  Glenn. 
Maple  Ridge 

Mine. 
Marguerite. 
Marianna. 
Marion  Center. 
Marion  Jet. 
Marion  Ovens. 
Markleton. 
Mars. 
Marshall. 
Marshalsea. 
Martin  (Fayette 

Co.) 
Martin  Works. 

(Fayette  Co.) 
Marwood. 
Masontown. 


Masontown 

Glass  Co. 
Maxwell. 
Meadow  Lands. 
Meadville. 
Meadville  Jet. 
Meharg. 
Melrea. 
Mercer. 
Mercer  Jet. 
Mercer  Road. 
Merrill. 
Merritts. 
Merrittstown. 
Miesta  Machine 

Co. 
Messmore. 
Metcalf. 
Midland. 
Midway. 
Mifflin. 
Mifflin  Jet. 
Mifflin  Mine 

No.  I. 
Mifflin  Mine 

No.  2. 
Milbell. 
Milesville. 
Milford. 

(Somerset  Co.) 
Millburn. 
Miller. 

(Westmoreland 
Co.) 
Miller  Farm. 
Millers. 
Millers  Grove. 
Millsboro. 
Millsboro  Works. 

(Bessemer 
Coke  Co.) 
Milltown. 
Millvale. 
Mill  Village. 
Millwood. 
Mitchell-Watson 

Colliery. 
Monaca. 
Monarch. 

(Leisenring 

No.  3.) 

Monastery  Coke 

Works. 
Monessen. 
Monongahela. 


Monongahela 

City. 
Monongahela 

Clay  Mfg.  Co. 
Monongahela  Jet. 
Monroe. 
Monterey. 
Montgomery- 

ville. 
Montour  Jet. 
Moon  Run. 
Moores. 
Moores  Jet. 
Moorhead. 
Morado. 
Moravia. 
Morewood. 
Morewood  Coke 

Works. 
Morgan. 
Morganza. 
Moro  Mine. 
Morrell. 
Morrellville. 
Morrison  Siding. 
Moser  Run  Jet. 
Mosgrove. 
Mo'Stoller. 
Mountain  Mine 

No.  I. 
Mountain  Mine 

No.  2. 
Mt.  Braddock. 
Mt.  Pleasant. 
Mt.  Pleasant-Con- 

nellsville 
Coke  Co. 
Mt.  Royal  Ceme- 
tery. 
Mt.  Sterling. 

(Fayette  Co.) 
Moyer. 
Moxham. 
Moxham  Siding. 
Mullins. 
Munhall. 
Murdock. 
Murraysville. 
Mutual. 
Myoma. 
Nadine. 
Naomi. 
Nashua. 
National. 
National  Car 

Wheel  Co. 


Natrona. 
Nealy's. 
Negley  Branch. 
Nellie  Mines. 
Nelsons  Bridge. 
Nesbit  Run  Jet. 
Neshannock  Falls. 
Neville  Island. 
New  Alexandria. 
New  Alexandria 

Colliery  No.  i. 
New  Alexandria 

Colliery  No.  2. 
New  Alexandria 

Colliery  No.  3. 
New  Brighton. 
New  Castle. 
New  Castle  Jet. 
Necowmer. 
Newell. 

(Fayette  Co.) 
New  Florence. 
New  Galilee. 
New  Kensington. 
Newlinsburg. 
Newport. 
New  Salem. 
New  Stanton. 
Newton. 
Newtown. 
New  Wilmington. 
Nichola. 
Nilan. 
Niles. 
Nobles. 
Noblestown. 
Noeline. 

North  Bessemer. 
North  East. 
North  Girard. 
North  McKees 

Rock. 
North  Oakland. 
North  Rochester. 
North  Sewickley. 
North  Star. 
North  Star  Jet. 
North  Warren. 
Nukoal. 
O.  &  B.  Short 

Line  Jet. 
Oak. 
Oakdale. 
Oak  Hill. 
Oak  Grove. 
Oakland 


194         AMERICAN  COMMERCE  ASSOCIATION 


Pennsylvania. —  Stations  —  Continued. 


Oakmont. 
Oak  Tree. 
Ocean  Colliery 

No.  2. 
Odell. 
Ohio  Pyle. 
Oil  City. 
Oil  Well  Supply 

Co.  No.  6. 
Old  Home  Works. 
Old  Junction. 
Oleopolis. 
Oliphant  Furnace. 
Oliver. 
Oliver  No.  3. 
Oneida. 
Option. 
Orangeville. 

(Trumbull  Co.) 
Orient. 
Oriental  Powder 

Co.  Branch. 
Osborne  Spur. 
Osgood. 
Outcrop. 
Overton  Branch 

Jet. 
Pack  Saddle. 
Paddock  Siding. 
Paint  Creek. 
Painter. 
Palanka. 
Palmer. 
Pardoe. 
Parke. 

(Allegheny  Co.) 
Parker. 

Parkers  Landing. 
Parkers  Siding. 
Park  Gate. 
Parkwood. 
Parnassus. 
Parshall  No.  I 

Works. 
Parshall  No.  2 

Works. 
Paynes. 
Pecan. 
Pechin. 
Penn. 
Pennine. 
Penn  Manor 

Shaft  Nos. 
1,2,  3  and  4. 
Penn  Manor 

Shaft  No.  5. 


Pennside. 

Pennsville. 

Percy. 

Perryopolis. 

Pershing. 

Peter's  Creek. 

Peter's  Creek 

Collieries 
Nos.  I  and  2 
Peter's  Creek 

Colliery  No.  3 
Peterson. 
Petroleum  Center. 
Petrolia. 
Phillips  Mine. 
Phillipston. 
Pierce. 
Pike. 

(Allegheny  Co.) 
Pine  Creek. 
Pinkerton. 
Pioneer. 
Pitcairn. 
Pittsburgh. 
Pittsburgh. 

(Birmingham.) 
Pittsburgh. 

(Butler  St.) 
Pittsburgh. 

(Duquesne.) 
Pittsburgh. 

(nth  St.) 
Pittsburgh. 

(Grant  St.) 
Pittsburgh. 

(Penn.  St.) 
Pittsburgh. 

(Point  Bridge.) 
Pittsburgh. 

(Produce  Yard.) 
Pittsburgh. 

(i6thSt.) 
Pittsburgh. 

(22d  St.  Pro- 
duce Yd.) 
Pittsburgh. 

(26th  St.) 
Pittsburgh. 

(29th  St.) 
Pittsburgh. 

(33d  St.) 
Pittsburgh. 

(34th  St.) 
Pittsburgh. 

(43d  St.) 


Pittsburgh. 

(54th  St.) 

Pittsburgh. 

(South  Side.) 
Pittsburgh. 

(South  Side.) 

(Carson  St.) 
Pittsburgh. 

(South  Side.) 

(i2thSt.) 
Pittsburgh. 

(South  Side.) 

(23d  St.) 
Pittsburgh. 

(U.  S.  Yards.) 
Pittsburgh  Coal 

Co.  (First  Pool 
Mine  No.  i.) 
Pittsburgh  Coal 

Co.  (First  Pool 
Mine  No.  2.) 
P.  McK.  &  Y.  Con- 
nection. 
Pittsfield. 
Platea. 
Plum.  Creek. 
Plummer  Works. 
Point  Marion. 
Polk. 
Polk  Jet.  _ 
Portersville. 
Port  Royal. 

(Westmoreland 
Co.) 
Power. 
Prentice. 
President. 
Presto. 
Pretoria  Mines 

2  and  3. 
Primrose. 
Princeton. 
Pulaski. 
Pymatuning. 
Quaker  Falls. 
Quaker  Valley. 
Quarry. 
Queen  Jet. 
Quemahoning 

Jet. 
Rachael  Mine. 

(Allegheny  Co.) 
Rachel  Mine. 

(Washington 
Co.) 
Raccoon. 


Radebaugh. 
Rainey. 
Rainey  Clay 

Works. 
Rainey  Jet. 
Rainey,  W.  J. 
Ralph. 
Ralphton. 
Ralph  Works. 
Rand. 
Randolph  Mine 

No.  I. 
Rankin. 
Ray  Colliery. 
Raymilton. 
Rea. 

Reading  Jet. 
Reading  Mines 

Nos.  3  and  4. 
Ready,  David. 
Red  Bank. 
Redd's  Mill. 
Red  Raven. 
Redmond. 
Redstone  Jet. 
Reduction. 
Reed. 
Reed  Jet. 
Refleetorville. 
Reilly. 
Reissing. 
Remaley. 
R  enf  rew. 
Rennerdale. 
Reno. 
Republic. 
Revere. 
Revere  Works. 
Rhodes  Summit 
Ribold. 
Riboldjct.  _ 
Rice's  Landing. 
Riceville. 
Ridgeview  Park. 
Ridgeview  Sand 

Co. 
Rillton. 
Rimerton. 
Rist. 

River  Coal  Siding. 
Riverton. 

(Allegheny  Co.) 
Riverview. 
Roach. 
Roaring  Run. 
Robb. 


TRAFFIC  GEOGRAPHY 


195 


Pennsylvania. —  Stations  —  Continued. 


Robbins. 

Roberts. 

Robinson. 

Rochester. 

Rockdale. 

Rockford. 

Rockland. 

Rockmere. 

Rockwood. 

Ronca 

Rook. 

Roscoe. 

Rose  Point 

Rosslyn. 

Rosston. 

R  ostraver. 

Rothruck. 

Rouseville. 

Rowena. 

Rowes  Run. 

Rowley. 

Royal. 

Royal  Coke 
Works. 

Ruffsdale. 

Rugh. 

Rumbaugh. 

Rural  Ridge. 

Russell. 

Russellton. 

Ruth. 

Rye. 

Rynd  Farm. 

Saegertown. 

St.  George. 

St.  Joe. 

St.  Vincent. 

St.  Xavier. 

Salem. 

Salina. 

Saltsburg. 

Salt  Spring  Bot- 
tom. 

Samson. 

Sand  Rock. 
(Fayette  Co.) 

Sandy  Creek. 

Sandy  Lake. 

Sandy  Lick. 

Sappor  Ovens. 

Sarah  Furnace. 

Sarver. 

Saunders. 

Savan. 

Scenery  Hill 
Station. 


Schenley. 

Schollard. 

Scottdale. 

Scott  Haven. 

Scotts. 

Searight  Works. 

Selkirk. 

Seward. 

Sewickley. 

Shadeland. 

Shadyside. 

Shafton. 

Shamrock  Works. 

Shaner. 

Sharon. 

Sharpsburg. 

Sharpsville. 

Shaw  Jet. 

Shaw  Mine. 

Shaws. 

Shelocta. 

Shenango. 

Sheridan. 

(Allegheny  Co.) 
Shermansville. 
Sherrick. 
Sherwin. 
Shields. 
Shingiss. 
Shire  Oaks. 
Shoaf. 

Shoaf  Ovens. 
Shoup. 
Shousetown. 
Simpson. 
Sinns. 
Sipes. 
Sipesville. 
Siverly. 
Smiley. 
Smiley  Ovens. 
Smith. 
Smithdale. 
Smithfield. 
S.  &  M.  Jet. 
Smiths  Ferry. 
Smithton. 
Smithville. 
Smock. 
Snowden. 
Social  Hall. 
Solon  Works. 
Somerfield. 
Somers. 
Somerset 


South  Browns- 
ville. 

South  Carnegie. 

South  Duquesne. 

South  Heights. 

South  Oil  City. 

South  Red  Bank. 

Sowash. 

Spartansburg. 

Spencers  Spur. 

Springboro. 

Spring  Creek. 

Springdale, 

Springfield. 

Stambaugh. 

Standard. 

Standard  Coke 
Works. 

Slarbrick. 

StarJet. 

Star  Mine. 

Star  Mines. 

Starr  Crossing. 

Sterling  Sand  Co. 

Sterling  Works. 

Steubenpike. 

Stewarton. 

Stewart's  Siding. 

Stilleys  Siding. 

Stobo. 

Stockdale. 

Stokes. 

Stoneboro. 

Stony  Point 

Stony  Run. 

Stoops  Ferry. 
(Allegheny  Co.) 

Storage. 

Stoughton. 

Stoyestown. 

Strangford. 

Stringtown. 

Strum. 

Struthers. 

Sturgeon. 

Sugar  Creek. 

Sugar  Run. 

Summit. 
(Crawford  Co.) 

Summit. 
(Erie  Co.) 

Summit. 

(Fayette  Co.) 

Summit  Park. 

Summit  Transfer. 

Sumner. 


Sumner  Mine 

No.  I. 
Sumner  Mine 

No.  2. 
Sumnerville. 
Sunshine  Passing 

Siding. 
Superior  Colliery 

No.  2. 
Suter. 
Swanville. 
Swissvale. 
Sygan. 
Tarentum. 
Tarr. 

Taylorstown. 
T.  C  R.R.Jct. 
Templeton. 
Terminus  P.  M.  & 

S.  R.  R. 
Terral. 
Texas  Siding. 
Thaw. 

The  Leon  Works. 
Thomas. 

(Indiana  Co.) 
Thomas. 

(Washington 
Co.) 
Thomas  Ovens. 
Thomas  Maher 

Colliery  No.  4. 
Thomas  Works. 
Thompson. 
Thompson  Col- 
liery. 
Thompson-Con- 

nellsville  No.  i 
Works. 
Thompson-Con- 

nellsvilleNo.  2 
Works. 
Thornburg. 
Thorn  Crossing. 
Thornton  Jet. 
Tidioute. 
Tinstman. 
Tionesta. 
Tippecanoe. 
Titusville. 
Torpedo. 
Tower  Hill  No.  i 

Works. 
Tower  Hill  No.  2 

Works. 
Traflford. 


196        AMERICAN  COMMERCE  ASSOCIATION 


Pennsylvania.—  Stations  —  Concluded. 


Transfer. 

Trauger. 

Tremont. 

(Fayette  Co.) 
Treveskyn. 
Trotter. 
Trotter  Ovens. 
Trunkeyville. 
Tryonville. 
Tub  Run. 
Tunnel  ton. 
Turners. 
Turtle  Creek. 
Two  Lick. 
Tylerdale. 
Udell. 
Unamis. 
Undercliff. 
Union  City. 
Uniontown. 
United. 
United  Works 

No.  2. 
United  Works 

No.3. 

Unity. 

Universal. 

Upper  Hillville. 

Upper  Middle- 
town, 

Ursina. 

Ursina  Jet. 

Utica. 

Utley. 

Valcourt. 

Valencia. 

Valley  Camp. 

Calley  Camp 
Coal  Co. 

Valley  Mines. 

Valley  Mines  Nos. 
I,  2  and  3. 

Valley  Works. 

Vance. 

Vance  Mill  Jet. 

Vanderbilt. 

Vandergrift. 

Vandergrift  Dis- 
tilling Co. 


Van  Emman. 
Van  Kirk. 

(Allegheny  Co.) 
Van  Meter. 
Van  Port. 
Van  Voorhis 
Veedhel. 
Venango. 
Venice. 
Verners. 
Verona. 
Versailles. 
Vesta  Colliery 

No.  5. 
Vesta  No.  4. 
Veteran  Works. 
Vienna. 
Vigilant  Mine 

No.  34. 
Vista. 
Volant. 
Volcano. 
WadswortK 
Wahls. 
Walford. 
Walker. 
Walker's  Mill. 
Wallace. 

(Allegheny  Co.) 
Wallace  Jet. 

Walnut  Bend. 

Walnut  Hill. 

Walsall  (Engle- 
side). 

Walters  Alva  M. 

Waltersburg. 

Waltz. 

Wampum. 

Warner. 

Warren. 

Washington. 

Waterford. 

Watson. 

Watson's  Run. 

Watters. 

Watts  Mills. 

Watts  Transfer. 

Weaver. 


Weaver's  Old 

Stand. 
Webster. 
Wells  Creek. 
Wendel.-Wendel 
(Edna  Mine 
No.  2.) 
Wesley. 

West  Alexander. 
West  Apollo. 
West  Bellevue. 
West  Belt  Jet. 
West  Bridge- 
water. 
West  Brownsville 
West  Brownsville 

Jet. 
West  Brownsville 

Jet.  Scales. 
West  Columbia. 
West  Elizabeth. 
West  Elwood  Jet. 
West  End  (Pitts- 
burgh). 
Westford. 
West  Hickory. 
West  Homestead. 
Westland. 
West  Lebanon. 
West  Liberty. 
West  Middlesex. 
West  Middle- 
town. 
West  Monessen. 
West  Mosgrove. 
West  Newton. 
West  Overton. 
West  Pittsburg. 
West  Pittsburgh. 
West  Rochester. 
West  Saxonburg 
West  Springfield 
West  Union. 
West  Vernon. 
West  Winfield. 
West  Yough 
Transfer. 
Wharton. 
Wheatland. 


Wheeler. 

Wheeling  Jet. 

White. 

Whitney. 

Whitsett  Jet. 

Wick. 

Wick  Haven. 

Wildwood. 

Wilkensburg. 

Willock. 

Willow  Grove. 

Wilmerding. 

Wilmington  Jet. 

WilsorL 

Wilson  Creek  Jet 

Winthrop. 

Wittmer. 

Woodell. 

Wood  Hill. 

Woodlawn. 

Woodleigh. 

Woodrow. 

Wood  RurL 

Woodward. 

Worthington. 

Wurtemburg. 

Wyano. 

Wylandville. 

Wylie. 

Wynn  Works 
No.  I. 

York  Run. 

York  Run  Jet. 

Yough  R.  R.  Jet. 

Yough  Slope 
Mine. 

Youngsville. 

Younigwood. 

Yowler. 

Yukon. 

Yukon  Colliery. 
,    Zanchi. 

Zediker. 

Zelienople. 

Zeno. 

Zimmerman. 
(Ralphton  Mine 
No.  6.) 


West  Virginia.—  Stations  as  follows : 


Accoville. 
Acme  Carbon 
Black  Co. 


Adamston. 
Air  Shaft. 
Altman. 


Alum  Creek. 

Amherstdale. 

Angerona. 


Annabelle  Mine. 
Apple  Grove. 
Arbuckle. 


TRAFFIC  GEOGRAPHY 


197 


West  Virginia. —  Stations  —  Continued. 


Archer. 

Arroyo. 

Art  Glass  Co. 

Ashford. 

Ashton. 

Atenville. 

Aurora  Mine. 

Ballard. 

Bane. 

B.&N.Jct. 

Barboursville. 

Bamahas. 

Barnestown. 

Barrackville. 

Barrs. 

Baxter. 

Beale. 

Beebe  Place. 

Beech  Bottom. 

Beech  Grove  Mine. 

Beech  Hill. 

Beechwood. 

Belle. 

Belleville. 

Belmont. 

Ben  Lomond. 

Bens  Run. 

Benwood. 

Benwood  Jet. 

Benton  Ferry. 

Big  Creek. 

Big  Vein. 

Billings. 

Black  Betsey. 

Black  Horse. 

Blair. 

Blennerhassett. 

Blue  Sulphur 

Springs. 
Bluetom. 
Board  Tree. 
Boggs  Run  Mine. 
Bolin. 
Boomer. 
Bradys. 
Branchland. 
Brewster. 
Bridge  No.  51. 
Bridgeport. 
Bristol. 
Brooklyn  Jet. 
Brosia. 
Brounland. 
Brown. 
Browns  dale. 
Brydon. 


Brushton. 

Buffalo. 

Burton. 

Cairo. 

Calders. 

Calvert. 

Cameron. 

Canneltoru 

Captina. 

Carbondale. 

Carnegie  Natural 

Gas  Co.'s 
Siding. 
Carter. 

Carter  Oil  Co. 
Castlebrook  Car- 
bon Co. 
Catawba. 
Cedar  Grove. 
Central. 
Ceredo. 
Chapmanville. 
Charleston. 
Chauncy. 
Chester. 
Chestnut  Hill. 
Clarington. 
Clarksburg. 
Clausson  Mine. 
Clifton. 

(Mason  Co.) 
Clothier. 
Qover  Valley. 
Coffman. 

(Taylor  Co.) 
Colfax. 
Collier. 
Congo. 
Consolidation 

No.  21. 
Consolidation 

No.  23. 
Consolidation 

No.  24. 
Consolidation 

No.  25. 
Consolidation 

No.  26. 
Consolidation 

No.  27. 
Consolidation 

No.  28. 
Consolidation 

No.  29. 
Consolidation 

No.  30. 


Consolidation 

Nos.  32  and  63. 
Consolidation 

No.  33- 
Consolidation 

Nos'.  34  and  63. 
Consolidation 

No.  35. 
Consolidation 

No.  36. 
Consolidation 

No.  38. 
Consolidation 

No.  40. 
Consolidation 

No.  41. 
Consolidation 

No.  42. 
Consolidation 

No.4S- 
Consolidation 

No.  47. 
Consolidation 

No.  48. 
Consolidation 

No.  49. 
Consolidation 

No.  50. 
Consolidation 

No.  SI. 
Consolidation 

No.  52. 
Consolidation 

No.  54. 
Consolidation 

No.  55- 
Consolidation 

No.  56. 
Consolidation 

No.  57. 
Consolidation 

No.  58. 
Consolidation 

No.  59. 
Consolidation 

No.  62. 
Consolidation 

No.  65. 
Consolidation 

No.  66. 
Consolidation 

No.  67. 
Consolidation 

No.  68. 
Consolidation 

No.  70. 


Cook  Coal  &  Coke 

Co.  Mine. 
Cora. 

CornwalHs. 
Cottageville. 
Cox  Landing. 
Craneco. 
Cresaps. 
Cresaps  Grove. 
Crown  City  Ferry. 
Crow  Summit. 
Culloden. 
Dam  IS  Ohio 

River. 
Dam  17  Ohio 

River. 
Dam  28  Ohio 

River. 
Dam  26  Ohio 

River. 
Dam  26  Jet. 
Dana. 
Danville. 

Dartmont. 
Davenport. 
Davis  T.  B.  Mine. 
Davisville. 

Dehu. 

Delta  Mine. 

Denver. 

(Marshall  Co.) 

Dickinson. 

Dimension  Lum- 
ber Co. 

Dobra. 

Dola. 

Downs. 

Duckworth. 

Dukes. 

Dunbar. 

Duncan. 

Dunlapville. 

Eariing. 

Eaton. 

Eden  Park. 

Edmund. 

Elk. 

Ellenboro. 

Elm  Grove. 

Elwell. 

Emmons. 

End  of  Track. 

End  of  Line. 

Engle  Run. 

Enterprise. 

Erie  Mine. 


198 


AMERICAN  COMMERCE  ASSOCIATION 


West  Virginia. —  Stations  —  Continued. 


Ethel. 

Eureka. 

Evans. 

Eversom 

Fairmont. 

Fairmont  Brick 
Co. 

Fairmont  Foun- 
dry Co. 

Fairmont  Indus- 
trial Co.'s  Ex- 
tension Jet. 

Fairmont  Steel 
Co. 

Fairmont  Wall 
Plaster  Co. 

Fairmore  Mine. 

Fallen  Timber. 

Farm. 

Farnum. 

Fayette  Mine. 

Federal  Jet. 

Ferrell. 

Ferrellsburg. 

Fetterman. 

Flemington. 

Flemington 
Mine. 

Flower. 

F.  M.  &  P.  Jet. 

Foley. 

Follansbee. 

Folsom. 

Forks  of  Coal. 

Fort  Branch. 

Foster. 

Foimdation  Co. 
Siding. 

Fowler. 

(Marion  Co.) 

Freedom  Oil  Co. 

Friendly. 

Fry. 

Fuqua. 

Gallipolis  Ferry. 

Galmish. 

Gaston  Jet. 

Gauley  Bridge. 

Gay. 

Geo.  Lilly. 

Gill. 

Girard  Mine. 

Girard  Mine 
No.  2. 

Glasgow. 

Glendale. 


Glendale  Mine. 
Glen  Easton. 
Glen  Falls. 
Glen  Ferris. 
Glenwood. 
Globe. 
Glover  Gap. 
Godbys. 
Grafton. 
Graham. 
Grant  Town. 
Grape  Island. 
Graysville. 
Great  Scott 

Mine. 
Green  Bottom. 
Greenview. 
Greenwood. 
Gripp. 

Guyan  Brick  Co. 
Guyandot. 
Guyandotte. 
Guyandotte  Tie 

Hoist. 
Gypsy. 

Hammett  Siding. 
Haning. 
Hannibal. 
Harewood. 
Harless. 
Harold  Mine. 
Harris  Ferry. 
Harry  B.  Mine. 
Hartford. 
Harts. 
Hartzell. 
Hastings. 
Haywood. 
Helen. 
Henderson. 
Henlawson. 
Hepzibah. 
Hero  Mine. 
Highland. 
Hickman  Run 

Jet 
Hinchman. 
Hitchman  Mine. 
Floard. 
Holden. 

Hollidays  Cove. 
Hollyhurst. 
Homestead. 
Hood  Lumber  Co. 
Hope  Natural  Gas 


Co.'s  Siding 

No.  I. 
Hope  Natural  Gas 

Co.'s  Siding 

No.  2. 
Hopkins. 
Hornbrook. 
Hoult. 
Hubball. 
Hudson  School 

Furniture  Co. 
Hugheston. 
Humphrey. 
Hundred. 
Huntington. 
Hurricane. 
Hutchinson. 

(Marion  Co.) 
Hutchinson  Coal 

Mines. 
Indian. 

Industrial  School. 
Inez. 
Institute. 
Irving. 
Island  Creek 

Mines  Nos.  i, 

2, 3,  4,  5, 6, 
9,  lo. 
Ivy  Branch. 
Jacksonburg. 
Jamison  Coal  & 

Coke  Co.  No.  8. 
Jamison  Coal  & 

Coke  Co.  No.  9. 
Jayenn. 
Jeffrey. 
Joe  Creek, 
Julian. 
Justus-Murphy 

Co. 
Kanawha. 

(Wood  Co.) 
Kanawha  City. 
Kellar. 
Kelleys. 
Kellogg. 
Kenilworth. 
Kenova. 
Kilarm  Jet 
Kilarm  Mine. 
Kingmont. 
Kingmont  Mine. 
Kings. 
Kings  Creek. 


Kisner  J.  M.  & 

Bros. 
Kistler. 
Kitchen. 
Lamberton. 
Lambs. 
Lates  Siding. 
Lattin. 
Lax. 

Lazearville. 
Leach. 
Lee  Creek. 
Leon. 
Leroy. 
Lesage. 
Letart. 
Levi. 
Lewis. 
Limestone. 
Lincoln. 
Linden  Mine. 
Little  Falls. 
Littleton. 
Liverpool. 
Lock  Seven. 
Logan. 
Logan  Planing 

Mill. 
London. 
Lone  Cedar. 
Longacre. 
Long  Dale. 
Long  Reach. 
Long  Run. 
Lory. 

Loudenville. 
Low  Gap. 
Lumberport. 
McConnell. 
MacCorkle. 
McCoy. 
McMechen. 
McMillan. 

(Marshall  Co.) 
Madison. 
Maggie. 
Maiden. 
Manbar. 
Man. 

Mannington. 
Maken. 
Marion  Planing 

Mill  Co. 
Martha. 
Marting. 
IVIason  City. 


TRAFFIC  GEOGRAPHY 


199 


West  Virginia. —  Stations  —  Continued. 


Matamoras. 

Maud. 

Maxon. 

Meadowbrook. 

Meadowdale. 

Maldahls. 

Mendota. 

Mercers  Bottom. 

Metz. 

Meyercord. 

Midkiff. 

Millender. 

Millersport  Ferry. 

Millwood. 

Milton. 

Mines  7  and  8. 

Minnie. 

Monarch. 

Monaville. 

Monitor. 

Monitor  No.  I. 

Monitor  No.  2. 

Monitor  Jet. 

Monongah. 

Monroe  Mine. 

Montana. 

Moores. 

Morgan. 

Morgan  Mine. 

Morgansville. 

Morgantown. 

Moscow. 

Mound. 

Moundsville. 

Mt.  de  Chantel 

Murray. 

Murrayville. 

Muses  Bottom. 

Myrtle. 

Nancy's  Run. 

National  Mine. 

Neibert. 

New  Cumberland. 

Newell. 

New  England. 

New  Era. 

New  Haven. 

New  Martinsville. 

N.  Y.  Mine. 

Nicolette. 

Nobles. 

North  Cannellton. 

North  View, 

Norway. 

Nursery. 

O'Gara  Mine. 


Omar. 

Ona. 

Opekiska. 

Oral. 

Ottawa. 

Overholt  Mine. 

Owens  W.  Va. 

Bottle  Co. 
Paden  City. 
Palatine  Jet. 
Parchment. 
Park. 
Parker  Run 

Mine. 
Parkersburg. 
Park  Timber  Co. 

Siding. 
Peach  Creek. 
Pearl  Town. 
Peck'sMill. 
Pennois. 
Pennsboro. 
Peter  Cave  Fork. 
Petroleum. 
Peytona. 
Peytona  Block 

No.  I. 
Peytona  Block 

No.  2. 
Phoenix  Mine. 
Pine  Grove. 
Plainfield. 
Pleasant  View 
Plymouth. 
Poca. 
Pohick. 
Point  Mills. 
Pt.  Pleasant. 
Polks. 
Pond  Creek. 
Porter's  Falls. 
Portland. 
Powell  Creek. 
Powhatan. 
Price. 
Proctor. 
Pure  Oil  Co. 
Racine. 
Ralumco. 
R  a  mage. 
Ranger. 
Raven  Rock. 
Ravenswood. 
Raymond  City. 
Reader. 
Red  House. 


Reedy. 
Reid's  Sand 

Siding. 
Rex. 

Reynoldsville. 
Rinehart. 
Ripley. 

Ripley  Landing. 
Riverdale. 
Riverside. 
Riverview. 
Rives  ville. 
Roach. 
Robey. 
Robinette. 
Robinson  Coal  Co. 
Rock  Creek. 
Rockdale. 
Rochester. 
Rolfe. 

Roneys  Point 
Rose  Bud. 
Rose  Bud  Mine. 
Roseby  Rock. 
Rosemont. 
Rosemont  Mine 
Round  Bottom. 
Rum  Creek  Jet. 
Rumer. 
Runkle. 
Russell  Siding. 
St.  Albans. 
St.  Marys. 
Salama. 
Salem. 
Salt  Rock. 
Sand  Creek. 
Sand  Lick  Mine. 
Sand  Lick  R.  R. 

Jet. 
Sand  Switch. 
Sandyville. 
Sattes. 
Scary. 

School  House. 
Scott. 
Seaman. 
Selman. 
Seth. 

Shamrock. 
Sharpies. 
Sheridan. 
Sherman. 
Shinnston. 
Short  Creek. 
Short  Line  Jet. 


Shrewsbury. 

Silver  Run. 

Silverton. 

Simpson. 

Sistersville. 

Six  Mile. 

Slagle. 

Smithburg. 

Smithers. 

Smithfield. 

Smith's  Wye. 

South  Charleston. 

South  Cresaps. 

Southern  Carbon 
Black  Co. 

South  Rivesville. 

South  Ruffner. 

Sovereign. 

Sparlin. 

Spelter. 

Spencer. 

Spencer's  Siding. 

Spilman. 

Spring  Hill. 

Spring  Run. 

Sproul. 

Stafford  Mine. 

Star  City. 

(Shriver,  P.  O.) 

Steelton. 

Sterling. 

Stewart. 

Stollings. 

Stone  Branch. 

Stone  House. 

Stone  Siding. 

Stowe. 

Switzer. 

Sydnor. 

Sylvester  Mine. 

Teays. 

Ten  Mile. 

Terminal  Jet. 

Theo.  Bush  Lum- 
ber Co. 

Thompson. 

Thompson  Mine. 

Toll  Gate._ 

Triadelphia. 

Tri- State  Gas  Co. 

Turkey  Run. 

Uffington. 

Underwood. 

Upper  Falls. 

Utility  Siding, 

Valley  Falls. 


200 


AMERICAN  COMMERCE  ASSOCL\TION 


West  Virginia. —  Stations  —  Concluded. 


Valz  Siding. 

Van  Camp. 

Van  Vorhis. 

Vaucluse. 

Veto. 

Vienna. 

Vina. 

Virginia. 

Virginia-Buffalo 

Co. 
Volcano  Jet. 
Waldo  Mine 

No.  I. 
Waldo  Mine 

No.  2. 
Walker. 
Wallace. 
Wanda. 
Warwood. 


Washington. 
Washington 

Springs. 
Watson. 
Watson  Siding. 
Watts  St.  Statioa 

(Charleston.) 
Waverly. 
Webster. 
Wells. 
Wellsburg. 
Wells  Pit. 
Wells  Siding. 
Wendel  Mine 

No.  I. 
Wendel  Mine 

No.  2. 
West  Charleston. 
West  Clarksburg. 


West  Columbia. 

West  Hamlin. 

West  Hunting- 
ton. 

West  Siding. 

West  Union. 

Wheeling. 

Wheeling  Jet. 

Whitman. 

Whitman  Jet. 

Whittaker. 

Wierton. 

Wilber. 

Wilfong. 

Willard  Mine. 

Willard  Mine 
Jet. 

Willets  Co. 


Williamstown. 

Willow  Grove. 

Willow  Island. 

Wilson. 

Wilsonburg. 

Witcher. 

Wolf  Summit. 

Woodland. 

Woodruff. 

Woodville. 

Worthington. 

Wyatt,  W.  M. 

Yates. 

Yolyn. 

York. 

York  Mine. 

Yuma. 

Zalia. 


Wisconsin. —  Stations  as  follows : 


Algoma. 
Bartel. 
Bay  View. 
Becher  St. 

(Milwaukee.) 
Belgium. 
Berryville. 
Big  Suamico. 
Bristol. 
Brookfield. 
Burlington. 
Burlington 

Malt  Co. 
Brookside. 
Butler. 
Caledonia. 
Calhoun. 
Camp  Lake. 
Carrollville. 
Casco. 
Casco  Jet. 
Cedar  Grove. 
Chestnut  St. 

(Milwaukee.) 
Chickory  Switch. 
Cleveland. 
Clyde. 
Colgate. 
Corliss. 
County  Line. 
Cudahy. 
Decker's. 
De  Pere. 
Dillman's. 


Dover. 
Druecker. 
Duck  Creek. 
Duplainville. 
East  Elm  Grove. 
Egg  Harbor. 
Elba. 

Elm  Grova 
Ephraim. 
Fish  Creek. 
Forestville. 
Fox  River. 
Franksville. 
Gatliff_. 
Granville. 
Green  Bay. 
Green  Bay  Jet. 
Hadfield. 
Haven. 
Honey  Creek. 

Ives. 

Kansasville. 

Kewaunee. 

Kenosha. 

Kenyon. 

Kildare. 

Lake. 

LakeBeulah. 

Lannon. 

Layton  Park. 

Lincoln  Ice  Co. 

Lindwerm. 

Little  Suamico. 

Luxemburg. 


Manitowoc. 
Maplewood. 
Marinette. 
Menomonee  Falls. 
Mequon. 
Milwaukee. 
Milwaukee  Shops. 
Milwaukee  Stock 

Yards. 
Mosel. 
Mukwanago. 
National  Home. 
New  Frank  en. 
Newton. 
North  Avenue. 

(Milwaukee.) 
North  Burlington. 
North  Milwaukee. 
Oakwood. 
Oconto. 

Getting  Ice  Spur. 
Oostburg. 
Pensaukee. 
Peshtigo. 
Phillips  Pit. 
Pleasant  Prairie. 
Port  Washington. 
Racine. 
Racine  Jet. 
Ranney. 
Rio  Creek. 
Rugby  Jet. 
St.  Francis. 
St.  Huberts  Spur. 


Salem. 

Saranac. 

Sawyer. 

Sheboygan. 

Shore  Line. 

Siding  No.  6. 

Silver  Lake. 

Silver  Springs. 

Sister  Bay. 

Somers. 

South  Milwaukee. 

Stone  Quarry. 

Sturgeon  Bay. 

Sylvania. 

Templeton. 

Tewes  Ice  Track. 

Trevor. 

Truesdell. 

Two  Rivers. 

Ulao. 

Union  Grove. 

Valentine  Spur. 

Vernon. 

Washington 

Island. 
Waukesha. 
Wauwatosa. 
Weeden's. 
West  AlHs. 
Wheatland. 
Whitefish  Bay. 
Wilcox. 
Wiswell. 
Woodworth. 


TRAFFIC  GEOGRAPHY 


201 


Sec.    4.     THE    CANADIAN    FREIGHT    ASSOCIATION 
TERRITORY. 

Refer  to  Map  No.  18,  Page  No.  148,  and  observe  the 
territory  known  as  the  Canadian  Freight  Association  Terri- 
tory, of  which  Mr.  G.  C.  Ransom  is  chairman,  Montreal,  P.  Q. 
This  territory  includes  points  in  Canada  east  of  but  not  includ- 
ing Port  Arthur,  Ontario;  also  east  of  and  including  Sault 
Ste.  Marie,  Sarnia,  and  Windsor,  Ontario. 

The  Canadian  Freight  Association  Territory  comprises  all 
stations  in  New  Brunswick,  Newfoundland,  Nova  Scotia, 
Prince  Edward  Island,  and  Quebec,  and  all  stations  in  Ontario 
except : 


Barclay, 

English. 

Keewatin. 

Port  Arthur. 

Bonheur. 

Finmark. 

Kenora. 

Raith. 

Braid. 

Fort  William. 

MacMillan. 

Savannc 

Buda. 

Gilbert. 

Minnataki. 

Tache. 

Busleed. 

Hawk. 

Murillo. 

Upsala. 

Dinorwic. 

Ignace. 

Neebing. 

Vermilion  Bay. 

Dryden. 

Ingolf. 

Niblock. 

Wabigoon. 

Dyment. 

Kalmar. 

Oxdrift 

Westfort. 

Eagle. 

Kaministikwia. 

Companies  Represented. 

Algoma  Central  Ry. 

Algoma  Eastern  Ry. 

Boston  &  Maine  R.  R. 

Canadian  Northern  Ry. —  Eastern 

Lines. 
Canadian  Pacific  Ry. 
Central  Vermont  Ry. 
Chatham,  Wallaceburg  &  Lake  Erie 

Ry. 

Dominion  Atlantic  Ry. 
Grand  Trunk  Ry.  System. 
Great  Northern  Ry. 
Intercolonial  Ry. 
Lotbiniere  &  Megantic  Ry. 
Maine  Central  R.  R. 
Marquette  &  Bessemer  Dock  & 

Navigation  Co. 
Michigan  Central  R.  R. 


Napierville  Junction  Ry. 

New  York  Central  &  Hudson  River 

R.  R. 
Northern  Navigation  Co.,  Ltd. 
Ontario  &  Quebec  Navigation  Co. 
Ottawa  &  New  York  Ry. 
Pere  Marquette  R.  R. 
Quebec  Central  Ry. 
Quebec,  Montreal  &  Southern  Ry. 
Quebec  Ry.  Light  &  Power  Co. 
Reid-Newfoundland  Ry. 
Rutland  R.  R. 
Sydney  &  Louisburg  Ry. 
Temiscouata  Ry. 
Timiskaming  &  Northern  Ontario 

Ry. 

Toronto,  Hamilton  &  Buffalo  Ry. 
Wabash  R.  R. 


Regular  meetings  at  Montreal  the   second   Thursday   after  the  first 
Monday  in  January,  April,  July  and  October. 


Sec.  5.     WESTERN  TERMINI  OF  EASTERN  TRUNK 
LINES  POINTS. 

These    points    were   originally   the   Western   Termini    of 
Trunk  Lines  running  from  the  seaboard  to  interior  points; 


202         AMERICAN  COMMERCE  ASSOCIATION 

however,  many  of  these  lines  have  been  extended  westward. 
They  form  the  eastern  boundary  of  the  Central  Freight  Asso- 
ciation Territory  and  the  western  boundary  of  the  Trunk  Line 
Territory.  The  points  are  included  in  both  Central  Freight 
Association  Territory,  Trunk  Line  Association  Territory,  and 
a  list  of  them  may  be  found  in  Morris'  Tariff  No.  130  Series, 
and  is  as  follows : 


Allegheny,  Pa. 

Corry,  Pa. 

Kenova,  W.  Va. 

Salamanca,  N.  Y. 

Bellaire,  Ohio. 

Dunkirk,  N.  Y. 

Niagara  Falls, 

Suspension  B  ridge, 

Black  Rock,  N,  Y. 

East  Buffalo,  N. 

Y.     N.  Y. 

N.  Y. 

Bufifalo,  N.  Y. 

Erie,  Pa. 

Oil  City,  Pa. 

Titusville,  Pa. 

Buffalo  Jet.,  N.  Y. 

Huntington, 

Parkersburg, 

Tonawanda,  N.  Y. 

Charleston^ 

W.Va. 

W.  Va. 

Wheeling,  W.  Va. 

W.Va. 

Irvineton,  Pa. 

Pittsburgh,  Pa. 

You  should  firmly  fix  these  western  termini  points  in 
mind,  as  they  are  constantly  referred  to  in  tariffs  applying 
from  many  different  points. 

Sec.    6.      CENTRAL    FREIGHT    ASSOCIATION    RATE 
PERCENTAGE  GROUPS. 

The  standard  rates  between  Chicago  and  New  York  City, 
in  cents  per  hundred  pounds,  are : 

12  3  4  5  6 

78.8        68J        sis        36^8        3L5        26.3 

The  Chicago-New  York  Rates  Represent  100  per  cent. 

The  rates  on  Classified  Traffic  between  all  points  in  Central 
Freight  Association  Territory  to  New  York  and  eastern  rate 
points  are  based  upon  a  percentage  of  the  Chicago-New  York 
class  rates.  The  percentage  ranges  from  sixty  per  cent,  begin- 
ning with  the  Western  Termini  points,  the  most  eastern  Cen- 
tral Freight  Association  points,  up  to  one  hundred  and  twenty, 
the  most  southwestern  points.  The  various  points  in  Central 
Freight  Association  Territory  are  designated  by  percentage 
numbers  in  many  tariffs.  You  will  find  a  full  list  of  these 
points,  with  the  rate  percentage  groups  in  which  each  is 
located,  as  applying  to  w^est-bound  traffic  in  Agent  Davis' 
Tariff  to  Central  Freight  Association  Territory,  published  by 
the  New  England  Freight  Association,  Boston,  Mass.  As 
these  rate  percentage  groups  have  to  do  with  the  construction 


TRAFFIC  GEOGRAPHY  203 

of  freight  rates  requiring  a  knowledge  of  the  various  per- 
centage freight  rate  groups  we  will  defer  consideration  of 
them  until  the  discussion  of  the  construction  of  freight  rates 
is  taken  up. 

Sec.  7.    ILLINOIS  FREIGHT  COMMITTEE  POINTS. 

This  territory  covers  points  within  the  State  of  Illinois; 
points  on  the  west  bank  of  the  Mississippi  river;  also  the 
cities  of  Milwaukee,  Wis.,  and  St.  Louis,  Mo.,  and  consists  of 
a  part  of  the  Central  Freight  Association  and  Western  Trunk 
Line  Committee,  neither  of  which  organizations  have  any 
jurisdiction  over  traffic  moving  intraterritorially  between 
points  in  Illinois  Freight  Committee  Territory.  The  following 
is  a  description  of  the  Illinois  Freight  Committee  Territory: 

On  and  west  of  a  line  drawn  from  Milwaukee,  Wis.,  via 
west  and  south  banks  of  Lake  Michigan  to  Indiana  Harbor, 
Ind. ;  thence  on  and  west  of  New  York  Central  (Lines  West) 
Railroad  to  Illinois-Indiana  State  Line ;  thence  on  and  west 
of  Illinois-Indiana  State  line  to  Ohio  river;  thence  on  and 
north  of  north  bank  of  Ohio  river  to  Cairo,  111. ;  thence  on 
and  east  of  east  bank  of  Mississippi  river  to  Prairie  du  Chien, 
Wis. ;  thence  on  and  south  of  the  Chicago,  Milwaukee  &  St. 
Paul  Railway  through  Woodman,  Madison,  Watertown  and 
Duplainville,  Wis.,  to  and  including  Milwaukee,  Wis.,  and 
including  Prairie  du  Sac  and  Richland  Center,  Wis.  The 
chairman  of  the  Illinois  Freight  Committee  is  the  same  as  the 
chairman  of  the  Western  Trunk  Line  Committee.  The  chair- 
man, as  agent,  publishes  rates  as  directed  by  the  committee 
roads  within  the  territory  and  between  the  points  mentioned 
and  points  in  Wisconsin  on  and  south  of  the  line  of  the  Chi- 
cago, Milwaukee  &  St.  Paul  Railway,  Milwaukee  to  Madison 
to  Prairie  du  Chien,  inclusive. 

(See  Map  No.  21  following  page  158.) 

Sec.  8.    TRUNK  LINE  AND  NEW  ENGLAND  BASING 
POINTS. 

It  is  readily  understood  that  it  would  be  impracticable  to 
publish  the  actual  rates  from  and  to  each  individual  point  in 
the  United  States  on  traffic  moving  between  the  various  traffic 


204 


AMERICAN  COMMERCE  ASSOCIATION 


territories.  In  making  rates,  for  instance,  from  Chicago  to  New 
York,  a  certain  rate  is  established,  which  on  all  goods  shipped 
as  first  class  is  78.8  cents.  A  number  of  points  adjacent  to  New 
York  are  known  as  New  York  rate  points,  because  they  take 
the  same  rates  as  New  York.  The  rates  are,  therefore,  based 
upon  New  York,  and  New  York  is  known  as  a  basing  point. 
The  rates  to  many  points  are  made  by  adding  to  or  subtract- 
ing from  the  basing  point  rates  certain  agreed  amounts 
known  as  differentials.  Some  of  the  basing  points  in  the 
Trunk  Line  and  New  England  Territories,  which  are  used  for 
constructing  rates  to  the  common  points,  are  as  follows : 


Acton,  Mass. 
Albany,  N.  Y. 
Alexandria,  Va. 
Auburn,  Me. 
Baltimore,  Md. 
Bayside,  N.  J. 
Belington,  W.  Va. 
Binghamton,  N.  Y. 
Boston,  Mass. 
Burkeville,  Va. 
Canandaigua,  N.  Y. 
Charlottesville, 

Va. 
Cumberland,  Md. 
Dauphin,  Pa. 
DuBois,  Pa. 
East  Boston, 

Mass. 


Elkins,  W.  Va. 
Elmira,  N.  Y. 
Emporium,  Pa. 
Fall  River,  Mass. 
Farmville,  Va. 
Fredericksburg, 

Va. 
Front  Royal,  Va. 
Geneva,  N.  Y. 
Hagerstown,  Md. 
Hornellsville, 

N.  Y. 
Ithaca,  N.  Y. 
Lewistown,  Me. 
Lexington,  Va. 
Lunenburg,  Vt. 
Lynchburg,  Va. 
Nashua,  N.  H. 


Newport,  Vt. 
Newport  News, 

Va. 
New  York,  N.  Y. 
Norfolk,  Va. 
Northimiberland, 

Pa. 
Orange,  Va. 
Oswego,  N.  Y. 
Petersburg,  Va. 
Philadelphia,  Pa. 
Pinners  Point,  Va. 
Portland,  Me. 
Portsmouth,  Va. 
Providence,  R.  I. 
Richmond,  Va. 
Richwood,  W.  Va. 
Riverton,  Va. 


Rochester,  N.  Y. 
Rockland  Me. 
Stanstead,  Que. 
Strasburg,  Va. 
Syracuse,  N.  Y. 
Suffolk,  Va. 
Tioga,  Pa. 
Troy,  N.  Y. 
Utica,  N.  Y. 
Washington,  D.  C. 
Watertown,  N.  Y. 
Waverly,  Va. 
West  Point,  Va. 
Wilmington,  Del. 


Sec.  9.    CANADIAN  FREIGHT  ASSOCIATION  BASING 
POINTS. 

These  points  are  the  points  in  Canadian  Freight  Associa- 
tion Territory  on  which  all  rates  to  and  from  Canadian  Freight 
Association  Territory  are  based,  when  the  traffic  originates  at 
or  is  destined  to  Central  Freight  Association  Territory,  or  is 
moving  from  or  to  Trunk  Line  and  New  England  Territories. 

A  list  of  the  points  taking  the  same  rates  as  the  basing 
points  on  east-bound  traffic  will  be  found  in  the  East-bound 
Guide  Books  of  the  Canadian  Lines.  On  west-bound  business 
to  Central  Freight  Association  Territory  the  rates  are  pub- 
lished by  the  Canadian  Lines,  and  the  list  of  points  taking  the 
same  rates  are  published  in  the  Canadian  Lines  tariffs. 


TRAFFIC  GEOGRAPHY 


205 


The  Canadian  basing  points  are  as  follows ; 


Agincourt,  Ont. 
Belle  River,  Ont. 
Brockville,  Ont. 
Cacouna,  Que. 
Carleton  Place, 

Ont. 
Central  Ontario 

Junction,  Ont. 
Cobourg,  Ont. 
Halifax,  N.  S. 


Hamilton,  Ont.        Oshawa,  Ont. 
Kingston,  Ont.         Oshawa  Jet.,  Ont. 
Lindsay,  Ont.  Ottawa,  Ont. 

McAdam  Junction,  Peterboro,  Ont. 
N.  B.  Point  Levi,  Que. 

Moncton,  N.  B.        Prescott,  Ont. 


Montreal,  Que. 
Mulgrave,  N.  S. 
Myrtle,  Ont. 
Napanee,  Ont. 


Quebec,  P.  Q. 
Richmond,  Que. 
St.  John,  N.  B. 
Saint  Johns,  Que. 


Sarnia,  Ont. 
Sharbot  Lake,  Ont. 
Sherbrooke,  P.  Q. 
Smiths  Falls,  Ont. 
Stanstead,  P.  Q. 
Sydney,  C.  B. 
Toronto,  Ont. 
Trenton,  Ont. 
Windsor,  Ont. 


Sec.   10.  CENTRAL  FREIGHT  ASSOCIATION  BASING 
POINTS  IN  THE  UNITED  STATES. 

The  rates  between  points  in  Central  Freight  Association 
Territory  are  almost  invariably  established  between  fixed 
basing  points  and  the  other  points  are  grouped  with  these 
basing  points,  which  may  be  divided  into  two  groups: 
(a)  Basing  points  east  of  the  Indiana-Illinois  State  Line,  (b) 
Basing  points  west  of  the  Illinois-Indiana  State  line. 

(a)     Central  Freight  Association  Basing  Points  East  of 

Illinois- Indiana  State  Line. 
The  principal  basing  points  in  Central  Freight  Association 
Territory  east  of  the  Illinois-Indiana  State  line  are  as  follows : 


Adrian,  Mich. 
Akron,  Ohio. 
Alma,  Mich. 
Alpena,  Mich. 
Alvordton,  Ohio. 
Anderson,  Ind. 
Angola,  Ind. 
Ansonia,  Ohio. 
Arcanum,  Ohio. 
Argos,  Ind. 
Ashland,  Ky. 
Athens,  Ohio. 
Attica,  Ind. 
Auburn,  Ind. 
Avilla,  Ind. 
Bad  Axe,  Mich. 
Battle  Creek,  Mich 
Bay  City,  Mich. 
Bedford,  Ind. 
Belle  Vernon,  Pa. 
Bellevue,  Ohio. 
Benton  Harbor, 

Mich. 
Bessemer,  Pa. 


Big  Rapids,  Mich. 
Bluffton,  Ind. 
Bluffton,  Ohio. 
Bowerston,  Ohio. 
Brazil,  Ind. 
Brownsville,  Pa. 
Bryan,  Ohio. 
Bucyrus,  Ohio. 
Buffalo,  N.  Y. 
Bunker  Hill,  Ind. 
Butler,  Ind. 
Cadillac,  Mich. 
Cambridge,  Ohio. 
Canal  Dover,  Ohio 
Canton,  Ohio. 
Caro,  Mich. 
.Cassopolis,  Mich. 
Cayuga,  Ind. 
Cecil,  Ohio. 
Celina,  Ohio. 
Charleston,  W.  Va, 
Chillicothe,  Ohio. 
Cincinnati,  Ohio. 
Claypool,  Ind. 


Cleveland,  Ohio. 
Colfax,  Ind. 
Columbus,  Ind. 
Columbus,  Ohio. 
Connellsville,  Pa. 
Connersville,  Ind. 
Coshocton,  Ohio. 
Crawfordsville, 

Ind. 
Crestline,  Ohio. 
Dayton,  Ohio. 
Decatur,  Ind. 
Defiance,  Ohio. 
DeLong,  Ind. 
Delphi,  Ind. 
Delphos,  Ohio. 
Denver,  Ind. 
Detroit,  Mich. 
East  Tawas,  Mich. 
Elizabeth,  Pa. 
Elwood,  Ind. 
Evansville,  Ind. 
Fairland,  Ind. 
Fair  Oaks,  Ind. 


Ft.  Wayne,  Ind. 
Fostoria,  Ohio. 
Fowlerton,  Ind. 
Franklin,  Ind. 
Frankfort,  Ind. 
Frankfort,  Mich. 
Frederic,  Mich. 
Gauley  Bridge, 

W.Va. 
Goodland,  Ind. 
Goshen,  Ind. 
Gosport,  Ind. 
Grafton,  W.  Va. 
Grand  Rapids, 

Mich. 
Green  Castle,  Ind. 
Greenfield,  Ohio. 
Greenville,  Mich. 
Greenville,  Ohio. 
Guion,  Ind. 
Hamilton,  Ohio. 
Hartford  City,  Ind. 
Henderson,  Ky. 
Hibbard,  Ind. 


206 


AMERICAN  COMMERCE  ASSOCIATION 


(a)     Basing  Points. —  Concluded. 


Hillsboro,  Ohio. 
Hillsdale,  Ind. 
Hobart,  Ind. 
Howard  City, 

Alich. 
Huntingburg,  Ind. 
Huntington,  Ind. 
Huntington, 

W.  Va. 
Indiana,  Pa. 
Indianapolis,  Ind. 
Ionia,  Alich. 
Ironton,  Ohio.  ■ 
Jackson,  Mich. 
Jacobs  Creek,  Pa. 
Jeffersonville,  Ind. 
Johnstown,  Pa. 
Kalamazoo,  Mich. 
Kendallville,  Ind. 
Kenton,  Ohio. 
Kewanna,  Ind. 
Knightstown,  Ind. 
Kokomo,  Ind. 
La  Crosse,  Ind. 
Ladoga,  Ind. 
La  Fayette,  Ind. 
Lancaster,  Ohio. 
Lansing,  Mich. 
La  Porte,  Ind. 
Lawton,  Mich. 
Leckrone,  Pa. 
Lima,  Ohio. 
Logansport,  Ind. 
Louisville,  Ky. 
Loveland,  Ohio. 
Ludington,  Mich. 
L}Tin,  Ind. 


McKeesport,  Pa. 
Mackinaw  City, 

Mich. 
Manistee,  Mich. 
Mansfield,  Ohio. 
Marietta,  Ohio. 
Marion,  Ind. 
Marion,  Ohio. 
Martinsville,  Ind. 
Masontow^n,  Pa. 
Maxwell,  Pa. 
Mays\'ille,  Ky. 
Meekers,  Ohio. 
Mercer,  Pa. 
Michigan  City,  Ind 
Midland,  Mich. 
Midland  City, 

Ohio. 
Millersburg,  Ind. 
Monon,  Ind. 
Monongahela,  Pa. 
Monticello,  Ind. 
Morrow.  Ohio. 
Mt.  Sterling,  Ohio. 
Mt.  Vernon,  Ohio. 
Muncie,  Ind. 
Muskegon,  Mich. 
Newark,  Ohio. 
New  Castle,  Ind. 
North  ^lanchester. 
New  Comerstown, 

Ohio. 
North  Judson,  Ind. 
Norwalk,  Ohio. 
Oakland  City,  Ind. 
Omer,  Mich. 
Owensboro,  Ky. 


Owosso,  Mich. 
Oxford,  Ind. 
Parkersburg, 

W.  Va. 
Fentwater,  Mich. 
Peoria,  Ohio. 
Peru,  Ind. 
Petoskey,  Mich. 
Piqua,  Ohio. 
Pittsburgh,  Pa. 
Plymouth,  Ind. 
Port  Huron,  ^lich. 
Portland,  Ind. 
Portsmouth,  Ohio. 
Princeton,  Ind. 
Red  Key,  Ind. 
Reed  City,  Mich. 
Richmond,  Ind. 
Ridgeville,  Ind. 
Roachdale,  Ind. 
Rochester,  Ind. 
Rushville,  Ind. 
St.  Paris,  Ohio. 
Sandusky,  Ohio. 
Savona,  Ohio. 
Seymour,  Ind. 
Shawnee,  Ohio. 
Shelbyville,  Ind. 
South  Bend,  Ind. 
South  Charleston, 

Ohio. 
South  Whitley, 

Ind. 
Sparta,  Mich. 
Springfield,  Ohio. 
Steubenville,  Ind. 
Sturgis,  Mich. 


Sullivan,  Ind. 
Swanington,  Ind. 
Switz  City,  Ind. 
Tecumseh,  Mich. 
Terre  Haute,  Ind. 
1  iffin,  Ohio, 
Tipton,  Ind. 
Toledo,  Ohio. 
Traverse  City, 

Mich. 
Troy,  Ohio. 
Union  City,  Ind. 
Valparaiso,  Ind. 
Van  Wert,  Ohio. 
Veedersburg,  Ind. 
Versailes,  Ohio. 
Vicksburg,  Mich. 
Vincennes,  Ind. 
Wabash,  Ind. 
Warsaw,  Ind. 
Washington,  Ind. 
Washington  C.  H., 

Ohio. 
Wauseon,  Ohio. 
Wellston,  Ohio. 
Westfield,  Ind. 
West  Lebanon, 

Ind. 
West  Newton,  Pa. 
Westport,  Ind. 
Wheeling,  W.  Va. 
Winchester,  Ind. 
Wolcottville,  Ind. 
Youngstown,  Ohio. 
Zanesville,  Ohio. 


(b)     Central  Freight  Association  Basing  Points  West  of  the 
Illinois-Indiana  State  Line,  Except  Paducah,  Ky. 

These  basing  points  are  used  in  establishment  of  rates  to 
and  from  points  east  of  the  Illinois-Indiana  State  line  only, 
and  are  as  follows  : 


Alton,  111. 
Annawan.  111. 
Ashland.  111. 
Atkinson,  111. 
Aurora,  111. 
Barclay,  111. 
Belvidere,  111. 
Cairo,  111. 
Chicago,  111. 
Dieterich,  III. 


East  Burlington, 

III. 
Havana,  111. 
Jacksonville,  111. 
Jerse\"\-ille,  111. 
Joliet,  111. 
Kewanee,  111. 
Laura,  111. 
Louisiana,  Mo. 
Mason  City,  111. 


Milwaukee,  Wis. 
Neponset,  111. 
New  Holland,  111. 
Paducah,  Ky. 
Peoria.  111. 
Petersburg,  111. 
Quincy,  111. 
Rockf  ord.  111. 
St.  Louis,  Mo. 
Shattuc,  111. 


Springfield,  111. 
Streator,  111. 
Sycamore,  111. 
Teheran,  111. 
Toulon,  111. 
Waverly,  111. 
Wyoming,  III. 


TRAFFIC  GEOGRAPHY  207 

Sec.  11.    OHIO  RIVER  CROSSINGS. 

There  are  several  gateways  on  the  Ohio  river  between 
Cincinnati,  Ohio,  and  Cairo,  111.,  known  as  the  Ohio  River 
Crossings.  These  points  are  used  as  basing  points  for  traffic 
moving  between  points  in  the  Southeastern  and  the  Carolina 
Territories,  and  points  in  the  Central  Freight  Association 
Territory,  also  to  other  points. 

The  Ohio  River  Crossings  are  shown   in  Morris'  Tariff 

No.  130  Series,  and  are  as  follows: 

Brookport,  111.  Gale,  111,  Madison,  Ind.  Thebes,  III. 

Cairo,  111.  Jeffersonville,  Ind,  Mounds,  111.  Thebes  Transfer, 

Cincinnati,  Ohio,  Joppa,  111.  Mt.  Vernon,  Ind.  III. 

Evansville,  Ind.  Louisville,  Ky.         New  Albany,  Ind. 

Sec.  12.    CHICAGO  JUNCTION  POINTS. 

The  Chicago  Junction  Points  are  points  located  adjacent 

to    Chicago    at   which   freight   is    interchanged   between    the 

eastern  and  western  roads.    The  freight  rates  from  and  to  the 

Chicago  Junction  Points  are  made  with  relation  to  the  Chicago 

rates,  and  it  is  therefore  necessary  that  these  points  be  fixed 

in  mind. 

Blue  Island,  111.  East  Joliet,  111.  Hawthorne,  111.  Matteson,  111. 

Bradley,  111.  Gibson,  Ind.  Highlands,  111.  Peotone,  111. 

Broadview,  111.  Gibson  Yard,  Ind.  Joliet,  111.  Riverdale,  111. 

Calumet  Park,  IlL  Grand  Crossing,  Kankakee,  111.  South  Chicago,  111. 

Chicago,  111.  111.  Kensington,  111.  Steele,  111. 

Chicago  Heights,  Hammond,  Ind.  Momence,  111.  West  Hammond, 

111.  Hartsdale,  Ind.  Momence  Trans-        111. 

Coster,  111.  Harvey,  111.  f  er,  111.  West  Pullman,  III. 

Dolton,  111. 

Sec.  13.     JUNCTIONS  OF  CENTRAL  FREIGHT  ASSO- 
CIATION AND  WESTERN  ROADS. 

There  are  certain  points  at  which  freight  is  interchanged 
between  the  Eastern  and  Western  Lines,  known  as  the  Junc- 
tions of  Western  and  Central  Freight  Association  Roads.  A 
list  of  these  junction  points  as  carried  in  Morris'  Tariff  No.  130 

Series,  is  as  follows : 

Alton,  111.  Chapin,  111.  Dwight,  III.  Essex,  111. 

Ashland,  111.  Chenoa,  111.  East  Hannibal.  111.  Gardner,  III. 

Beardstown,  111.  Chicago,  111.  East  Joliet,  111.         Gibson,  Ind. 

Bloomington,  111.  Coster,  III.  East  Louisiana,  111.  Gilman,  111. 

Blue  Island.  111.  Crandall,  111.  East  St.  Louis,  111.  Granite  Cit\%  111. 

Calumet  Park,  111.  Decatur,  111.  El  Paso,  111.  Hammond,  Ind. 


208 


AMERICAN  COMMERCE  ASSOCIATION 


Sec.  13.    Junction  Points. — Concluded. 


Jacksonville,  111. 
Joliet,  111. 
Kankakee,  111. 
Kiewaunee,  Wis. 
Ladd,  111. 
Litchfield,  111. 
L'Ostant,  111. 
Mackinaw  City. 
Mich. 


Manistique,  Mich. 
Manitowoc,  Wis. 
Marinette,  Wis. 
Mattoon,  111. 
Mazon,  111. 
Menominee,  Mich. 
Milwaukee,  Wis. 
Morton  Jet.,  111. 


Neoga,  111. 
Paxton,Ill. 
Pekin,  111. 
Peoria,  111. 
Reddick,  111. 
Santa  Fe  Jet.,  111. 
Seneca,  111. 
Shattuc,  111. 


Smithboro,  111. 
Sorento,  111. 
Springfield,  111. 
Streator,  111. 
Taylorville,  111. 
Venice,  111. 
Zearing,  111. 


Sec.  14.    "  EAST  OF  INDIANA-ILLINOIS  STATE  LINE." 

There  is  a  territory  which  is  often  referred  to  in  the  tariflFs 
as  "  East  of  the  Indiana-Illinois  State  Line."  These  points 
are  defined  in  Western  Trunk  Line  Tariff  No.  1  Series.  The 
points  in  this  territory  are  as  follows : 

All  points  in  the  States  of: 


Connecticut. 

New  York. 

Delaware. 

Nova  Scotia  (Province  of) 

District  of  Columbia. 

Ohio. 

Maine. 

Ontario  (Province  of). 

Maryland. 

Pennsylvania. 

Massachusetts. 

Quebec  (Province  of). 

Michigan  (Southern  Peninsula).    Rhode  Island. 

New  Brunswick  (Province  of), 

Vermont. 

Newfoundland  (Province  of). 

Virginia. 

New  Hampshire. 

West  Virginia. 

New  Jersey. 

Indiana,  except: 

Alco.                       East  Hammond. 
Aetna.                      Gary. 
Buffington.               Gibson. 
Calumet.                   Grasselli. 
Qark  Jet.                 Griffith. 
Colehour.                 Hammond. 
Dyer.                         Hartsdale. 
F.ast  Chicago.          Highlands. 

Hessville. 

Hcbart. 

Indiana  Harbor. 

Maynard. 

Osborn. 

Pine. 

Republic. 

Robertsdale. 

Roby. 

Saxony. 
Sheddfield. 
State  Line. 
Tolleston. 
Van  Loon. 
Whiting. 
Wolf  Lake. 

Kentucky,  as  follows : 

Aden.                       Buena  Vista. 
Anchorage.              Carrs. 
Ashland.          ^        Catlettsburg. 
Ashland  Junction.  Chilesburg. 
Augusta.                  Concord. 
Broshears.               Covington. 

Denton. 

Dover. 

E.  K.  Junction. 

Enterprise. 

Ewington. 

Farmer. 

Frankfort. 

Frost. 

Garrison. 

Gates. 

Greenup. 

Hawesville. 

TRAFFIC  GEOGRAPHY 


209 


Kentucky.— Concluded. 


Henderson. 

Midland. 

Paducah. 

South  Portsmouth, 

Kilgore. 

Morehead. 

Pine  Grove. 

South  Ripley. 

L.  &  E.  Junction. 

Mt.  Savage. 

Preston. 

Springdale. 

Leon. 

Mt.  Sterling. 

Quincy. 

Stepstone. 

Lexington. 

Netherland. 

Riverton. 

Uniontown. 

Limeville. 

Newport. 

Ross. 

Vanceburg. 

Louisville. 

NewRichmond. 

Russell. 

Wellsburg. 

Manchester, 

Olive  Hill. 

Salt  Lick. 

Winchester. 

Maysville. 

Olympia. 

Shelbyville. 

Mentor. 

Owensboro. 

Soldier. 

Sec.  15.     POINTS  EAST  OF  WESTERN  TERMINI  OF 
TRUNK  LINES. 

There  is  a  territory  often  referred  to  in  various  tariffs 
"  Points  East  of  Western  Termini  of  Eastern  Trunk  Lines." 
This  territory  includes  all  of  the  points  in  the  following  States 
east  of  the  Western  Termini  of  eastern  Trunk  Lines  as 
described  in  Sec.  5. 

Connecticut.  New  York. 

Delaware.  Nova  Scotia  (Province  of). 

District  of  Columbia.  Ontario  (Province  of). 

Maine.  Pennsylvania. 

Maryland.  Quebec  (Province  of). 

Massachusetts.  Rhode  Island. 

New  Brunswick  (Province  of).  Vermont. 
New  Hampshire.  Virginia. 

New  Jersey.  West  Virginia. 

You  will  find  a  list  of  these  points  in  Western  Trunk  Line 
Tariff  No.  1  Series. 

Sec.   16.     MIDDLE  STATES  FREIGHT   ASSOCIATION 
TERRITORY. 

The  jurisdiction  of  this  association  is  over  competitive 
traffic  moving  within  the  States  of  New  York,  Pennsylvania, 
New  Jersey,  Delaware,  Maryland,  District  of  Columbia,  Vir- 
ginia and  West  Virginia,  east  of  but  not  including  the  western 
termini  of  the  Trunk  Lines.  The  territory  proper  is  included 
in  the  Trunk  Line  Association  Territory,  as  described  in  Sec.  2 
of  this  chapter.  Mr.  James  Bloomingdale  is  chairman,  with 
offices  at  143  Liberty  street.  New  York,  N.  Y. 


210        AMERICAN  COMMERCE  ASSOCIATION 

Sec.  17.    CHICAGO  &  OHIO  RIVER  COMMITTEE  TER- 
RITORY. 

There  is  another  important  committee  whose  jurisdiction 
extends  over  that  part  of  the  Central  Freight  Association 
along  the  Illinois-Indiana  State  Line  and  includes  a  part  of 
Illinois  and  Wisconsin,  which  is  known  as  the  Chicago  &  Ohio 
River  Committee,  with  Eugene  Morris,  Chairman,  and  C.  E. 
Fulton,  Secretary,  headquarters.  Transportation  building, 
Chicago,  111. 

This  committee  deals  with  local  and  proportional  rates 
between  Chicago,  Milwaukee,  Peoria,  etc.,  and  the  Ohio  River 
Crossings  —  between  Chicago,  Milwaukee,  Peoria,  etc.,  and 
Indianapolis,  and  between  Indianapolis  and  the  Ohio  River 
Crossings. 

You  have  observed  that  the  Illinois  Freight  Committee 
Territory  covers  part  of  the  points,  while  others  are  located  in 
Central  Freight  Association  Territory,  and  as  a  large  majority 
of  the  traffic  between  Chicago,  Milwaukee,  Peoria,  etc.,  must 
pass  through  the  Ohio  River  Crossings  these  crossings  must 
be  kept  on  a  parity  as  to  rates.  This  could  never  be  accom- 
plished if  one  committee  dealt  with  the  rates  to  and  from  the 
Ohio  River  Crossings  in  Illinois  and  another  committee  with 
the  crossings  in  Indiana  and  Ohio,  hence  the  necessity  for  a 
committee  having  for  its  members  lines  which  are  also  mem- 
bers in  the  Central  Freight  Association  and  the  Illinois  Freight 
Committee. 

The  membership  consists  of  the  following: 

Baltimore  &  Ohio  Southwestern  R.  R.  Geveland,  Cincinnati,  Chicago  & 
Chicago  &  Alton  R.  R.  St.  Louis  Ry. 

Chicago  &  Eastern  Illinois  R.  R.  Illinois  Central  R.  R. 

Chicago  &  Erie  R.  R.  Lake  Erie  &  Western  R.  R. 

Chicago,  Burlington  &  Quincy  R.  R.  New  York  Central  R.  R. 
Chesapeake  &  Ohio  Ry.  Co.  of  (Lines  West) . 

Indiana.  Pittsburgh,  Cincinnati,  Chicago  & 
Chicago,  Indianapolis  &  Louisville  St.  Louis  Ry. 

Ry.  Southern  Ry.  ( St.  Louis  and  Louis- 
Chicago,  Terre  Haute  &  South-  ville  Divisions) . 

eastern  Ry.  Vandalia  R.  R. 

Cincinnati,  Hamilton  &  Dayton  Ry.  Wabash  R.  R. 

Mr.   Fulton,  as   agent,   publishes  all  the   tariffs  applying 

between  the  points  mentioned  above  and  those  taking  same 

rates,  and  some  adjacent  territory  in  Wisconsin. 


TRAFFIC  GEOGRAPHY  211 

Sec.   18.     MISSISSIPPI  VALLEY   FREIGHT   ASSOCIA- 
TION POINTS  OF  ORIGIN. 

These  are  originating  points  from  which  C.  E.  Fulton, 
Chairman  of  the  Mississippi  Valley  Freight  Association,  pub- 
lishes rates  to  the  Mississippi  Valley.  This  territory  com- 
prises points  within  the  following  described  boundary: 

Commencing  at  Chicago,  111.,  thence  via  the  west  shore  of 
Lake  Michigan  to  and  including  Lake  Shore  Junction,  Wis.; 
thence  on  and  south  of  the  j\Iinneapolis,  St,  Paul  &  Sault  Ste. 
Marie  Railway  to  and  including  Rugby  Junction,  Wis. ;  thence 
on  and  east  of  the  Minneapolis,  St.  Paul  &  Sault  Ste.  Marie 
Railway  to  and  including  Leighton,  111.;  thence  on  and  east 
of  the  Elgin,  Joliet  &  Eastern  Railway  to  and  including  Bar- 
rington,  111.;  thence  on  and  south  of  the  Chicago  &  North 
Western  Railway  through  Harvard  and  Rockford,  111.,  to  and 
including  Freeport,  111. ;  thence  on  and  south  of  the  Illinois 
Central  Railroad  through  Warren  and  Galena  to  and  including 
Dubuque,  Iowa  (including  points  on  the  Illinois  Central  Rail- 
road, Freeport,  111.,  to  Madison  and  Dodgeville,  Wis.)  ;  thence 
on  and  south  of  the  Chicago  Great  Western  Railroad  through 
Farley  to  and  including  Oneida  Junction,  Iowa;  thence  on, 
south  and  east  of  the  Manchester  &  Oneida  Railroad,  to  and 
including  Manchester,  Iowa ;  thence  on  and  east  of  the  Illinois 
Central  Railroad  through  Coggon  to  and  including  Cedar 
Rapids,  Iowa;  thence  on  and  east  of  the  Chicago,  Rock  Island 
&  Pacific  Railway  through  Elmira,  West  Liberty,  Nichols, 
Columbus,  Wapello,  Morning  Sun  and  Mediapolis,  to  and 
including  Burlington,  Iowa;  thence  on  and  east  of  the  Chi- 
cago, Burlington  &  Quincy  Railroad  through  Fort  Madison, 
Viele,  Beck,  Keokuk,  Iowa,  and  Alexandria,  West  Quincy, 
Moody,  Hannibal,  La.,  to  and  including  Old  Monroe,  Mo.; 
thence  on  and  north  of  the  Chicago  &  Alton  Railroad  to  West 
Alton,  Mo. ;  thence  north  of  an  imaginary  line  extending  to  a 
point  just  east  and  north  of  Glassboro,  111. ;  thence  east  of  an 
imaginary  line  extending  to  a  point  just  east  and  north  of  East 
St.  Louis,  111. ;  thence  north  of  the  Baltimore  &  Ohio  South- 
western Railroad  from  O'Fallon,  111. ;  through  Shattuck,  Odin, 
Flora  and  Olney,  to  the  Indiana-Illinois  State  Line;    thence 


212      A::i~::  :    :::  :  z? :z  assoclvhox 

Tia  :-t  ':;":.  ?:  :f  1  '3  Ac  Tllinois  Central 
Rs                                              J  r  s  point  just  south  <rf 

Te:  ^c  Vandalia  Rail- 

rot  i  ::  1":       :           j  Z    ::      I    :  jt     :\  and  west  of  the 

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nor  .-:  ,  :  :::  Ind.;  thence  :  .^:  :  t^:  'r 
Ct  :  :  I  f:tr::  Z  :5  Ziflroad  to  aiKl  inc.  :  :  r  :-  :- 
dair    Z:      :      :  ;r  :-  1    1  f  :'  ihe  Cmrhmati,  ZI i :: 

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- 

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X.  19. 

m::z: 

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:     :. :    Z"  i  ;  thence  :  :■.  i":      if:  ::  Z:t  Zev 

-11       Zincs   Wei :      ::     Ziisiit     Zi 

7   :  \  11  ":~~  of  the  n.-i-i.       ;    t:   .:  i:.ir:7::i 

:      :r  7         -    Ind.;   thenct  ir- 

-     ::  Zi    T  !  '  ia,mchidirr  :        :?  ::   ::  r 

-     Z     1     -  7i    :    11    Zi    r-isse^In     ::  risr- 

ive;  points  oo  the  ToKsdow  St.  Lx^ms  £l  \Vest- 

TTiefsfam^  Ind,  to  the  Tndiana-nKnois  State 

^r  Oucagp  Tl  E"    —   ^^ --•-   T^-- -rad. 

"'  '    •■  "r'on,  Inc    Z:7:i;  j-'it'i^ii'^'? 

12   u. i   Zliicsc^i    >^i    iLii". ^ni    m.i    r^i..ri__. 

::-AZ-  7zz::-HT  committee. 


r    ■-..   ..-15   1-7    ..--    1        Z-:i7-    1.^ :  ^ssed  in  c:  "■  Ti:. :  n   ■    .:i 
the  Centri.   Zrt  r.':  .  i  ts.     Mr.  T.  T.  Wehster, 

C-Z:   ::   ZiZ:  7:1       !  Z       zan  Central  Railioad,  Detroit, 


Sec    20.      ST.    LOUIS  -  COfCIlIllATI  -  LOUISVTLLE 
FREIGHT  COMMITTEE  TERRITORY. 

"^-^    ~:     L4Jois-Gr    -i:  ZLooisiTllc   Freig^    C:"rZ:re 
~-----  -TTider  tti   _:r.      -I  of  Williani  Cairi::'     7'i;-- 

'111    I:    Zi.i,  Mo.    Mr.  Ci  Ilia,  as  agent  for  :r.t  ~.tr  It: 


TRAFFIC  GEOGRAPHY  213 

lines,  publishes  tariffs  applying  between  St.  Lotus,  Mo.,  and 
points  taking  same  rates,  and  Cincinnati,  Ohio,  Jeffersonville, 
Ind.,  Madison,  Ind.,  New  Albany,  Ind.,  Louisville,  Ky.,  and 
Owensboro,  Ky.,  and  points  taking  the  same  rate,  on  the  lines 
members  of  the  committee. 


CHAPTER  XI. 

Traffic  Territories  and  Rate  Points  in  Western 
Classification  Territory. 

Sec.    1.  Western  Trunk  Line  Territory. 

Sec.    2.  Northwestern  Territory. 

Sec.    3.  Trans-Missouri  Freight  Bureau  Territory. 

Sec.    4.  Seaboard  Colorado,  Utah  Territory. 

Sec.    5.  Colorado  Utah  Territory. 

Sec.    6.  Trans-Continental  Intermediate  Territory. 

Sec.    7.  Trans-Continental  North  Coast  Territory. 

Sec.    8.  Trans-Continental  South  Coast  Territory. 

Sec.    9.  Southwestern  Tariff  Committee  Territory. 

Sec.  10.  Trans-Mississippi  River  Territory. 

Sec.  11.  Seaboard,  Missouri  River  Territory. 

Sec.  12.  Pacific  Freight  Bureau  Territory. 

Sec.  13.  Mississippi  River  Crossings. 

Sec.  14.  Missouri  River  Crossings. 

Sec.  15.  Rio  Grande  Crossings. 

Sec.  16.  Duluth,  Winona,  St.  Paul,  and  the  Common 

Points. 

Sec.  17.  Louisiana  Basing  Points. 

Sec.  18.  Arkansas  Basing  Points. 

Sec.  19.  Oklahoma  Basing  Points. 

Sec.  20.  Texarkana  Rate  Points. 

Sec.  21.  Texas  Common  Points,  including  Houston 

and  Galveston  and  Points  Taking 

Higher  or  Lower  Rates. 

Sec.  22.  Mexican  Common  Points. 

Sec.  23.  Colorado  Common  Points. 

Sec.  24.  Utah  Common  Points. 

Sec.  25.  California  Terminals. 

Sec.  26.  North  Pacific  Coast  Terminals. 
Sec.  26A.    Intermediate  Pacific  Coast  Points. 

Sec.  27.  Spokane  Rate  Points. 

Sec.  28.  Montana  Common  Points. 

Sec.  29.  Prorating  Points  in  Iowa  and  Missouri. 

Sec.  30.  Texas  Tariff  Bureau  Territory. 

Sec.  31.  Canadian  Freight  Association  Western 

Lines. 


(216) 


CHAPTER  XI. 

Traffic  Territories  and  Rate  Points  in  Western 
Classification  Territory. 

Sec.  1.    WESTERN  TRUNK  LINE  TERRITORY. 

This  territory  is  governed  by  the  Western  Trunk  Line 
Committee,  which  represents  Western  Trunk  Line  railroads 
operating  west  of  Chicago.  The  offices  of  the  committee  are 
in  the  Transportation  building,  Chicago,  Illinois.  Mr.  E.  B. 
Boyd  is  chairman,  F.  G.  Bannister,  secretary. 

The  members  of  the  Western  Trunk  Line  Committee  are 
as  follows : 

Atchison,  Topeka  &  Santa  Fe  Ry.  Illinois  Central  R.  R. 

Chicago  &  Alton  R.  R.  Kansas  City  Southern  Ry. 

Chicago  &  North  Western  Ry.  Minneapolis  &  St.  Louis  R.  R. 

Chicago,  Burlington  &  Quincy  R.  R.  Minneapolis,  St.  Paul  &  Sault  Ste. 

Chicago  Great  Western  R.  R.  Marie  Ry.    (Chicago  Division). 

Chicago,  Milwaukee  &  Gary  Ry.  Missouri,  Kansas  &  Texas  Ry. 

Chicago,  Milwaukee  &  St.  Paul  Ry.  Missouri  Pacific  Ry. 

Chicago,  Peoria  &  St.  Louis  R.  R.  Quincy,  Omaha  &  Kansas  City  R.  R. 

Chicago,  Rock  Island  &  Pacific  Ry.  Iowa  &  St.  Louis  Ry. 

Chicago,  St.  Paul,  Minneapolis  &  St.  Louis  &  San  Francisco  R.  R. 

Omaha  Ry.  Wabash  R.  R. 

Elgin,  Joliet  &  Eastern  Ry. 

Fort  Dodge,  Des  Moines  &  South- 
ern R.  R. 

This  territory,  in  a  general  way,  embraces  points  in  Colo- 
rado east  of  the  common  points;  also  points  in  Nebraska, 
Kansas  and  Southwestern  Missouri.  In  this  territory  you 
will  find  the  Missouri  River  Crossings,  St.  Paul,  Duluth, 
Winona,  Superior,  Sioux  City  and  the  common  points.  Note 
Map  No.  18  following  page  148. 

The  Western  Trunk  Line  Committee  Lines,  through  E.  B. 
Boyd,  agent,  publish  tariffs  naming  rates  on  commodities 
between   Illinois   and   Missouri   points   and   points   in   Iowa, 

(217) 


218        AMERICAN  COMMERCE  ASSOCIATION 

Missouri  and  Minnesota;  also  class  and  commodity  rates 
from  St.  Paul,  Duluth,  Winona  and  common  points  to  Central 
Freight  Association  Territory ;  also  commodity  rates  from 
the  same  points  to  Seaboard  Territory;  also  tariffs  naming 
rates,  both  class  and  commodity,  from  points  on  the  west  bank 
of  the  Mississippi  river  and  points  in  Illinois  to  Central  Freight 
Association  Territory;  also  proportional  rates  from  points  in 
Minnesota  and  Wisconsin  to  the  Ohio  river  applying  on  ship- 
ments destined  to  the  South,  and  also  rates  from  the  same 
territory  to'Mississippi  valley. 

This  committee  publishes  tariffs  naming  rates,  both  class 
and  commodity,  between  Duluth,  Winona,  St.  Paul,  Minne- 
sota Transfer  and  common  points,  and  points  in  Colorado 
east  of  the  Colorado  common  points;  also  rates  between  Chi- 
cago, Peoria,  Mississippi  river  points,  St.  Paul  and  Duluth 
and  common  points  and  the  Missouri  River  Crossings;  also 
tariffs  naming  rates  on  various  commodities  from  St.  Louis, 
Peoria,  Chicago  and  common  points,  and  points  in  the  States 
of  Iowa,  Missouri  and  Minnesota. 

The  following  is  a  literal  description :  From  Chicago  via 
New  York  Central  Railroad  (Lines  West)  to  and  including 
Danville,  111.;  thence  via  Chicago  &  Eastern  Illinois  Railroad 
to  Tuscola,  111. ;  thence  via  the  Illinois  Central  Railroad 
through  Mattoon  and  Neogo  to  Effingham,  111.;  thence  via 
the  Vandalia  Railroad  to  but  not  including  East  St.  Louis,  111. ; 
thence  via  a  line  to  St.  Louis,  Mo. ;  thence  via  west  bank  of 
Mississippi  river  to  Arkansas-Missouri  State  Line;  thence  via 
the  southern  boundary  line  of  Missouri,  Nebraska  and  Colorado 
to  a  point  just  south  of  Trinidad,  Colo.;  thence  via  a  line 
through  Trinidad,  Pueblo,  Colorado  Springs  and  Denver,  Colo., 
to  Cheyenne,  Wyo. ;  thence  via  Union  Pacific  Railroad  to 
Colorado-Nebraska  State  Line ;  thence  via  western  boundary 
lines  of  Nebraska,  South  Dakota  and  North  Dakota;  thence 
via  northern  boundary  lines  of  North  Dakota,  Minnesota, 
Wisconsin  and  upper  peninsula  of  Michigan;  thence  via  east- 
ern and  southern  boundary  lines  of  upper  peninsula  of  Michi- 
gan ;  thence  via  eastern  boundary  line  of  Wisconsin  and  Illi- 
nois to  and  including  Chicago. 


Map  No.  25. 

Trans-Mississippi   River   and  Northwestern 

Territories. 


TRANS- MISSISSIPPI  RIVER 
AND 

NORTH  WESTERN 
TERRITORIES 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


so        100       TSO       200       750 


TRAFFIC  GEOGRAPHY 


219 


Sec.  2.    NORTHWESTERN  TERRITORY. 

The  Northwestern  Territory  comprises  points  in  Canada 
and  in  the  States  of  Idaho,  Michigan,  Minnesota,  Montana, 
North  Dakota,  Oregon,  South  Dakota,  Washington  and  Wis- 
consin. 

The  Northwestern  Territory  (see  Map  No.  25  preceding) 
includes  points  as  follows: 

Canada. — All    points    in    the    Provinces    of   Alberta,    British 
Columbia,  Manitoba  and  Saskatchewan. 

Idaho. — All  stations,  except  when  routed  via  Missouri  River 
Crossings.    (See  page  222.) 

Michigan  (Upper  Peninsula). —  Stations  as  follows: 


Abitosse. 

Fair  Oaks. 

Morgaa 

Silberg. 

Agate. 

Falls. 

Murphy. 

Sherry. 

Anthony. 

Foy. 

Murphy  Pit. 

Spur  No.  2. 

Baltimore. 

Gale. 

Nestor. 

Spur  No.  3. 

Barclay. 

Gem. 

Nestoria. 

Spur  No.  7. 

Basco. 

Gillet. 

Newport  Siding. 

Spur  No.  212. 

Beaton  Spur. 

Gogebic. 

Nobles. 

Spur  No.  317. 

Bergland. 

Groesbeck. 

North  Bessemer. 

State  Line. 

Bessemer. 

Gunet. 

Onyx. 

Sylvania. 

Bessemer  Jet. 

Hartley's. 

Opal. 

Thayer. 

Black  River. 

Hutula. 

Paquette. 

Thomastoa 

Blemers. 

Interior. 

Paulding. 

Tioga. 

Bruces  Crossing. 

Ironwood. 

Paynesville. 

Topaz. 

Camp  Francis. 

Jumbo. 

Perch. 

Trout  Creek. 

Carp  Switch. 

Keeler. 

Peshims. 

Tula. 

Chesberough 

Kenton. 

Pilgrim. 

Tula  Pit. 

Choate. 

King  Lake. 

Planter. 

Turtle. 

Clark. 

Kitchi. 

Pryor. 

Vermilac. 

Clarksburg. 

Kroll. 

Ramsay. 

Verona. 

Covington. 

Lake  Gogebic.         Robbins. 

Wakefield. 

Craigsmere. 

Leo. 

Robinson. 

Wall. 

Crozier's  Mill. 

Lewis. 

Ruby  Spur. 

Watersmeet. 

Dorais. 

Lindstedt. 

St.  Collins. 

Watton. 

Duke. 

Maki. 

Sandhurst. 

Wellington. 

Dunham. 

Marenisco. 

Schriver. 

Whipple. 

Emerson. 

Massie. 

Siding  No.  339. 

Williamson. 

Erickson. 

Matchwood. 

Sidnaw. 

Woodroy. 

Eriandson, 

Montreal. 

Siemans. 

Yukon. 

Ewen. 

Minnesota. — All  stations. 

except 

Adrian. 

Ellsworth. 

Magnolia. 

Rushmore. 

Ash  Creek. 

Hills. 

Manley. 

Steen. 

Beaver  Creek. 

Kanaranzi. 

Org. 

Warner. 

Bigelow. 

Luverne. 

Round  T.ake. 

Worthington. 

Bruce. 

220        AMERICAN  COMMERCE  ASSOCIATION 


Montana. — All  stations,  except  when  routed  via  Missouri 
River  Crossings.     (See  page  222.) 

North  Dakota. — All  stations. 

Oregon. — All  stations,  except  the  following  when  routed  via 
Missouri  River  Crossings  (see  page  222) ;  Arcadia, 
Cairo,  Huntington,  Mallett,  Nyssa,  Ontario  and  Vale. 

South  Dakota. — All  stations,  except 


Annie  Creek 

Corson. 

Holloway. 

Provo. 

Siding. 

Crown  Hill. 

Hot  Springs. 

Rapid  City. 

Anthony's. 

Custer. 

Hudson. 

Redfern. 

Apex. 

Dallas. 

Iron  Creek  Y. 

Rockford. 

Ardmore. 

Dead  wood. 

Ivanhoe. 

Roubaix. 

Argentine. 

Dewey. 

Jefferson. 

Rowena. 

Argyle. 

DumonL 

Jones. 

Rumford. 

Avalon. 

East  Sioux  Falls. 

Juno  Spur. 

Runkel. 

Aztec. 

Edgemont. 

Keystone. 

St.  Charles. 

Belle  Fourche. 

Elk  Point. 

Kirk. 

St.  Onge. 

Bench  Mark. 

Elmore. 

Lead. 

Savoy. 

Benclare. 

Englewood. 

Loring. 

Shindlar. 

Berne. 

Erskine. 

Lucile  Spur. 

Sioux  Falls. 

Black  Hawk. 

Este. 

McCook. 

Smithwick. 

Blacktail. 

Evans  Siding. 

Marietta. 

Spearfish. 

Bonesteel. 

Fairbum. 

Maurice. 

StageBam  Canyon 

Booge. 

Fairfax. 

Mayo. 

Sturgis. 

Brandon. 

Fairview. 

Millers. 

Terry. 

Brennan. 

Galena. 

Minnekahta. 

Tilford. 

Bucks. 

Galena  Jet. 

Moll. 

Trojan. 

Buena  Vista. 

Gardner. 

Mystic. 

Underwood. 

Buffalo  Gap. 

Garretson, 

Nahant 

Valley  Springs. 

Burke. 

Gregory. 

Nemo. 

Wasp  No.  2  Spur. 

Burke's  Siding. 

Harrisburg. 

Oelrichs. 

West  Nahant. 

Calcite. 

Havens. 

Oreville. 

Whitetail  Siunmit. 

Canton. 

Hermosa. 

Piedmont. 

Whitewood. 

Central  City. 

Her  rick. 

Pluma. 

Winner. 

Chilson, 

Hill  City. 

Pringle. 

Woodville. 

Colome. 

Washington.- 

—All  stations. 

Wisconsin. — 

Stations  as  follows: 

Albertville. 

Angus. 

Avoca. 

Bear  Trap. 

Alder. 

Anson. 

Badger  Mills. 

Beebe. 

Alma. 

Appal  onia. 

Baldwin. 

Beidenville. 

Almena. 

Arnold. 

Barksd,ale. 

Bell. 

Allouez. 

Ashland. 

Barnum. 

Belle  Center. 

Altamount 

Ashland  Jet. 

Barron. 

Bellinger. 

Altoona. 

Athelstane. 

Barronett 

Bennett. 

Amery. 

Athens. 

Bateman. 

Benoit. 

Amnicon. 

At  wood  Spur. 

Bay  City. 

Bena. 

Anderson  Mills. 

Augusta. 

Bayfield. 

Benson. 

TRAFFIC  GEOGRAPHY 


221 


Wisconsin. —  Stations  —  Continued. 


Berg  Park. 

Bibon. 

Birch. 

Birchwood. 

Blanchard. 

Bloomer. 

Blueberry. 

Blue  River. 

Bluff  Creek. 

Bluff  Siding. 

Boardman. 

Boscobel. 

Boyceville. 

Boyd. 

Boylston. 

Brick  Yark  Spur. 

Bridgeport. 

Brill. 

Bruce. 

Brule. 

Brunet. 

Burkhardt. 

Butternut. 

Cable. 

Cable  Pit. 

Cadott. 

Cameron. 

Campbell  Mill. 

Campbells  Spur. 

Campia. 

Canton. 

Carlson. 

Caryville. 

Catawba. 

Cedar. 

Cedar  Falls. 

Central  Ave. 

Centuria. 

Chapman. 

Chaseburg. 

Chelsea. 

Chetek. 

Chequamegon  Jet. 

C.  St.  P.  M.  &  O. 

Jet. 
Chippewa  Falls. 
Chippewa  Mine. 
Cirkle  Spur. 
Clarks. 
Clayton. 
Clear  Lake. 
Clubine  Jet. 
Cobban. 
Cochrane. 
Coda. 


Colfax. 

Comfort. 

Comstock. 

Coon  Valley. 

Cornell. 

Cotton. 

County  Line. 

Crocker  Spur. 

Cumberland. 

Curlew. 

Cusson. 

Cutter. 

Cylon. 

Dallas. 

Danube; 

Dauby. 

Dedham. 

Deer  Park. 

Defer. 

Deronda, 

Dewey. 

Donald. 

Downing. 

Downsville. 

Dresser  Jet. 

Drummond. 

Dunnville. 

Durand. 

Eagle  Point. 

Earl. 

Eau  Claire. 

Edith. 

Edminister  Spur. 

Eliot. 

Eleva. 

Elk  Mound. 

Elmwood. 

Ellsworth. 

Emerald. 

Enderline. 

Engoe. 

Ester. 

Fall  Creek. 

Fennimore. 

Fifield. 

Fleming. 

Foaches. 

Foresman. 

Forest  City. 

Foxboro. 

Frederic. 

Galesville. 

Gays  Mills. 

Gile. 

Gilman. 


Girard  Jet. 

Glen  Flora. 

Glenwood. 

Glidden. 

Glover. 

Gordon. 

Gotham. 

Grand  Crossing. 

Grand  View. 

Grantsburg. 

Grimpo. 

Gurney. 

Hager. 

Hammond. 

Hannibal. 

Hanson  &  Johnson 

Spur. 
Hatch. 
Haugen. 
Hawkins. 
Hawthorne. 
Hayward. 
Hazel  Park. 
Headquarters. 
Henderson, 
Hersey. 
High  Bridge. 
Hillsboro. 
Hillsdale. 
Hines. 
Holcombe. 
Hopkins. 
Houghton. 
Howard. 
Homersville. 
Hoyt 
Hudson. 
Hudson  City. 
Hughey. 
Hurley. 
Huser  Spur. 
Ingram. 
Ino. 

Ipswich. 
Iron  Belt. 
Iron  River. 
Itasca. 
Jewett. 
Jewett  Mills. 
Jim  Falls. 
Joel. 

Jump  River. 
Kennan. 
Kero. 
Kimball. 


Kipling. 

Knapp. 

Koll. 

Kruger. 

La  Crosse. 

Ladysmith. 

La  Farge. 

Lake  Nebagamon. 

Lakeside. 

Lampson. 

Lancaster. 

Laree. 

Larsen  Spur. 

Le  Claire. 

Lehigh. 

Lenawee. 

Leonards. 

Liberty. 

Linderman. 

Lone  Rock. 

Luck. 

Lynch. 

Lytles. 

Maiden  Rock. 

Maple. 

Marengo. 

Marshland. 

Marston. 

Martel. 

Mason. 

Maxwell. 

McDougal  Spur. 

McVickers. 

Med  ford. 

Mellen. 

Menomonie. 

Menomonie  Jet. 

Merit. 

Midway. 

Mikana. 

Milltown. 

Mineral  Point 

Crossing. 
Middle  River. 
Minong. 
Mondovi. 
Morse. 
Moquah. 
Muscoda. 
Muskeg. 
Narrows. 
Neally. 
Nelson. 
Nettleton  Ave. 
New  Auburn. 


222         AMERICAN  COAIMERCE  ASSOCIATION 


Wisconsin. —  Stations  —  Concluded. 


New  Richmond. 

North  La  Crosse. 

Northline. 

N)'e. 

Odanah. 

Ogoma. 

Onalaska. 

O'Neill. 

Orrville. 

Osceola. 

Osseo. 

Park  Falls. 

Pearson. 

Pembine. 

Pence. 

Pennington. 

Pepin. 

Perley. 

Petersburg. 

Phillips. 

Phillips  Spur. 

Phipps. 

Pike  River. 

Pikes.     ■ 

Pine  Creek. 

Platteville. 

Pokegama. 

Pokegama  Jet. 

Poplar. 

Porters  ]\Iills. 

Poskin  Lake. 

Prairie  du  Chien. 

Prentice. 

Prentice  Jet. 

Prescott. 

Prescott  Road. 

Price. 

Rath. 

Reedstown. 


Red  Cedar. 

Requa. 

Rhodes. 

Rice  Lake. 

Richardson. 

Richland  Center. 

Rickard  Spur. 

Ridgeland. 

Ritan  Spur. 

River  Falls. 

Roberts. 

Rock  Crusher. 

Rockmont. 

Rosedale. 

Rusk. 

Rustone  Spur. 

St.  Croix  Falls. 

St.  Croix  Spur. 

St.  Louis. 

Salmo. 

Sanborn. 

Sand  Spur. 

Sarona. 

Saunders. 

Sauntry. 

Savoy. 

Saxton. 

Schneider  Spur. 

Sedgwick. 

Seeley. 

Severance. 

Shell  Lake. 

Sioux. 

Slag  Pile  Spur. 

Slowbridge. 

Soldiers  Grove. 

Solon  Springs. 

Somerset. 

Soudan. 


South  Range. 
South  Superior. 
Spider  Lake. 
Spooner. 
Spring  Brook. 
Spring  Green. 
Spring  Valley. 
Spur  No.  68. 
Spur  No.  91. 
Spur  No.  104. 
Spur  No.  130. 
Spur  No.  146. 
Spur  No.  148. 
Spur  No.  152. 
Spur  No.  161. 
Stanley. 
State  Line. 
Stanton. 
Starr. 
Stearns. 
Steele. 
Stinnett. 
Stitzer. 
Steuben. 
Stockholm 
Stoddard. 
Strauman. 
Strickland. 
Strum. 
Summit. 
Superior. 
Superior  (East 

End). 
Sutherland. 
Sweden. 
Teegarden. 
Thornapple. 
Thorpe. 
Tony. 


Missouri  River  Crossings  are  as  follows : 

Armourdale.  Kan.  Kansas  City,  Mo.     Omaha.  Neb. 

Atchison.  Kan.  Leavenworth,  Kan.  Jacific  Jet.,  Iowa. 

Council  Bluffs,  Nebraska  City,         St.  Joseph,  Mo. 

Iowa.  Neb.                       Sioux  City,  Iowa. 
KansasCity,  Kan. 


Topside. 

Trainor. 

Tramway. 

Trego. 

Trempeleau. 

Trevino. 

Truax. 

Turtle  Lake. 

Tuscobia. 

Twentieth  Ave. 

Twin  Bear. 

Twin  Bluff. 

Upson. 

Van  Buskirk. 

Victor. 

Viola. 

Viroqua. 

Wabash. 

Walbridge. 

Wascott. 

Washburn. 

Waster  Spur. 

Wauzeka. 

Wentworth. 

Werley. 

Westby. 

Westboro. 

West  Superior. 

Weston. 

Weyerhauser. 

Wheeler. 

White  River. 

Wiehe. 

Wildwood. 

Wilson. 

Winne-Boujoun. 

Woodman. 

Woodville. 


South  Omaha, 

Neb. 
Sugar  Creek,  Mo. 


Sec.  3.    TRANS-MISSOURI  FREIGHT  BUREAU  TERRI- 
TORY. 

The  Trans-]\Iissouri  Freight  Bureau  Territory  is  under 
the  jurisdiction  of  W.  A.  Poteet,  chairman,  with  offices  in  the 
Midland  building,  Kansas   City.     This  committee  publishes 


TRAFFIC  GEOGRAPHY  223 

rates  on  classes  and  commodities  between  Chicago,  Peoria, 
Mississippi  river  points,  Missouri  river  and  common  points 
and  the  Colorado  common  points.* 

If  you  will  refer  to  Map  No.  18,  following  page  148,  you 
will  get  a  general  idea  of  the  territory  covered.  You  will  note 
that  this  territory  embraces  Kansas,  Nebraska,  Eastern 
Colorado  and  Southwestern  Missouri  traffic  south  and  west  of 
Marchfield  and  Sedalia,  Missouri ;  also  Colorado  and  Utah 
common  points.  The  territory  lying  between  Cheyenne, 
Denver,  Colorado  Springs  and  Pueblo,  on  the  east,  and  Utah 
common  points  on  the  west,  is  not  subject  to  the  jurisdiction 
of  the  Trans-Missouri  Freight  Bureau. 

The  Trans-Missouri  Freight  Bureau  Lines  publish  tariffs 
applying  between  Chicago,  Peoria,  Mississippi  river,  Alissouri 
river  and  Utah  common  points  ;t  also  between  the  Colorado 
and  Utah  common  points  and  Alemphis;  also  New  Orleans 
and  points  taking  the  same  rates.  This  committee  also  pub- 
lishes rates  between  St.  Paul,  ]\Iinneapolis,  Winona,  Superior, 
West  Superior  and  common  points  and  the  Colorado  and 
Utah  common  points. 

Sec.  4.     SEABOARD  COLORADO-UTAH  TERRITORY. 

This  territory  is  under  the  jurisdiction  of  W.  J.  Sedgman, 
with  offices  in  New  York  city.  Agent  Sedgman  publishes 
tariffs  naming  rates  from  Seaboard  and  New  England  Terri- 
tory  to  the  Utah  and  Colorado  common  points  by  the  way  of 
the  Atlantic  ports  and  the  Gulf  ports.  These  rates  are  known 
as  differential  ocean  and  rail  rates,  and  make  a  much  lower 
charge  than  the  all-rail  rates.  These  rates  are  used  when  time 
is  not  an  important  factor  in  shipping. 

Sec.  5.    COLORADO-UTAH  TERRITORY. 

(See  Map  No.  21,  following  page  158.) 

This  territory  is  under  the  jurisdiction  of  C.  H.  Griffin, 

with  offices  at  Salt  Lake  City.    Agent  Griffin  publishes  tariffs 

naming  rates  between  the  Colorado  common  points  and  the 

Utah  common  points,  and  also  between  Cheyenne,  Wyo.,  and 

•  See  Sec.  23.     t  See  See.  24. 


224         AMERICAN  COMMERCE  ASSOCIATION 

the  Colorado  common  points  and  the  Utah  common  points. 
He  also  publishes  local  tariffs  naming  rates  within  the  State 
of  Utah. 

Sec.  6.    TRANS-CONTINENTAL  INTERMEDIATE  TER- 
RITORY.    (See  also  Sec,  No.  8.) 

The  Trans-Continental  Freight  Bureau  Territory  is  divided 
into  (1)  Trans-Continental  North  Coast  Territory;  (2)  The 
Trans-Continental  South  Coast  Territory,  and  (3)  The  Trans- 
Continental  Intermediate  Territory. 

The  Trans-Continental  Intermediate  Territory  comprises 
what  is  generally  known  as  the  Inter-Mountain  States.  This 
territory  is  divided  into  the  North  and  South  Intermediate 
Territories.  The  North  Intermediate  Territory  includes 
points  in  Oregon,  Idaho,  Washington,  Montana  and  Wyo- 
ming. The  South  Intermediate  Territory  comprises  points  in 
California,  Utah  (west  of  the  common  points),  Nevada,  New 
Mexico,  Arizona,  and  points  in  Oregon  shown  in  Trans-Con- 
tinental Circular  No.  16  Series. 

Sec.  7.  TRANS-CONTINENTAL  NORTH  COAST  TER- 
RITORY. (See  also  Sec.  No.  6.) 
The  Trans-Continental  North  Coast  Territory  is  located 
on  the  North  Pacific  coast  and  includes  points  in  British 
Columbia,  Oregon  and  Washington.  A  list  of  these  terminals 
is  published  in  Trans-Continental  Tariff  No.  4  series.  This 
territory  also  comprises  points  on  the  Peninsular  Branch  of 
the  Northern  Pacific  Railroad;  also  Puget  Sound  ports 
reached  by  steamers  from  the  North  Pacific  Coast  Terminal 
ports.  It  also  includes  all  stations  on  the  Southern  Pacific 
Railroad  in  Oregon. 

Sec.  8.     TRANS-CONTINENTAL  SOUTH  COAST  TER- 
MINAL TERRITORY. 

The  Trans-Continental  South  Coast  Terminal  Territory 
represents  the  points  on  the  South  Pacific  coast  known  as 
California  Terminals,  published  in  Trans-Continental  Tariff 
No.  1  Series. 


Map  No.  22. 

Territorial  Groups  in  Trans-Continental 

Tariff. 


TERRITORIAL 


TRANS-CONTINENTAL      TARIFF 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


TRAFFIC  GEOGRAPHY  225 

The  tariffs  of  the  Trans-Continental  Freight  Bureau  apply 
to  and  from  points  in  general  in  the  nine  groups  designated 
by  the  letters  of  the  alphabet  from  A  to  J,  inclusive.  These 
groups  are  shown  on  Map  No.  22,*  following  page  224. 

The  rates  from  all  points  in  the  Western  Trans-Continental 
Territory  to  all  points  in  any  one  of  the  eastern  rate  groups 
are  the  same  and  these  rate  groups  are  definitely  defined  in 
the  various  Trans-Continental  Tariffs  which  show  a  complete 
list  of  points  to  which  the  rates  apply. 

As  the  tariffs  of  the  Trans-Continental  Freight  Bureau 
apply  on  traffic  moving  east  and  west  across  the  United  States, 
it  is  practically  impossible  to  definitely  outline  the  territory 
over  which  the  Trans-Continental  Freight  Bureau  has  juris- 
diction. The  railroads  members  of  the  Trans-Continental 
Freight  Bureau  are  as  follows : 

Atchison,  Topeka  &  Santa  Fe  Ry.  Morgan's  Louisiana  &  Texas  R.  R. 

System.  &  Steamship  Co. 

Canadian  Pacific  Ry.  Northern  Pacific  Ry. 

Chicago,  BurHngton  &  Quincy  R.  R.  Oregon  &  CaHfornia  R.  R. 

Chicago,  Milwaukee  &  St.  Paul  Ry.  Oregon  Short  Line  R.  R. 

Chicago,  Rock  Island  &  Pacific  Ry.  Oregon-Washington  R.  R.  &  Navi- 
Chicago,  Rock  Island  &  Gulf  Ry.  gation  Co. 

Colorado  &  Southern  Ry.  St.  Louis  &  San  Francisco  R.  R. 

Colorado  Midland  Ry.  St.  Louis,  Iron  Mountain  &  South- 
Denver  &  Rio  Grande  R.  R.  ern  Ry. 

El  Paso  &  Southwestern  System.  San  Pedro,  Los  Angeles  &  Salt  Lake 
Galveston,  Harrisburg  &  San  An-  R.  R. 

tonio  Ry.  Southern  Pacific  Co.  (Pacific  Sys- 
Great  Northern  Ry.  tem). 

Louisiana  Western  R.  R.  Spokane,  Portland  &  Seattle  Ry. 

Minneapolis,  St.  Paul  &  Sault  Ste.  Texas  &  Pacific  Ry. 

Marie  Ry.  Union  Pacific  R.  R. 

Missouri,  Kansas  &  Texas  Ry.  Western  Pacific  Ry. 
Missouri  Pacific  Ry. 

In  connection  with  the  Trans-Continental  Freight  Bureau 
there  is  a  weighing  and  inspection  department  which  has 
jurisdiction  over  the  territory  described  as  follows : 

British  Columbia,  Idaho,  Washington,  Oregon,  California, 
Nevada,  Utah  (west  of  Corrine  and  West  Weber  and  south  of 
Provo  and  Tooele),  Arizona,  and  points  in  New  Mexico  west 
of  Albuquerque  and  Belen  (on  Atchison,  Topeka  &  Santa  Fe 

*  There  is  only  a  small  percentage  of  the  points  in  Group  "  C  "  in  States  adjacent  to 
the  Atlantic  Seaboard  from  which  through  rates  apply,  rates  from  the  other  points  being 
made  on  a  combination  of  locals. 


226         AMERICAN  COMMERCE  ASSOCIATION 

Railway  Coast  Lines),  West  Deming  (on  line  of  Southern 
Pacific  Company),  and  west  of  El  Paso  and  Deming  (on  line 
of  El  Paso  &  Southwestern  System). 

The  superintendent  of  the  weighing  and  inspection  depart- 
ment of  the  Trans-Continental  Freight  Bureau  is  Mr.  J.  W. 
Sheehan,  with  offices  at  333  Pacific  building,  San  Francisco, 
California. 

The  tarififs  of  the  Trans-Continental  Freight  Bureau  are 
published  by  Mr.  R.  H.  Countiss,  Agent,  Transportation  build- 
ing, Chicago,  Illinois. 

Sec.  9.    SOUTHWESTERN  TARIFF  COMMITTEE  TER- 
RITORY. 

You  will  be  able  to  fix  in  your  mind  this  territory  by 
referring  to  ^Map  No.  23.  It  covers  the  States  of  Arkansas, 
Oklahoma,  Texas,  Louisiana  and  Mexico.  It  is  governed  by 
the  Southwestern  Tariff  Committee,  which  has  its  offices  in  St, 
Louis,  Missouri,  Mr.  F.  A.  Leland,  Chairman,  Paul  Y.  Ver- 
sen,  Secretary. 

The  Southwestern  Tariff  Committee  comprises  the  States 
of  Arkansas,  Louisiana  (west  of  the  Mississippi  river),  Okla- 
homa and  Texas,  but  the  committee  does  not  have  jurisdiction 
over  traffic  as  follows : 

(a)  Traffic  between  Texas  points  and  Key  West,  Florida ; 
also  traffic  between  Houston  and  Galveston  and  points  in  all 
foreign  countries,  not  including  all-rail  traffic  with  the  Repub- 
lic of  Alexico  and  traffic  with  Canada. 

(b)  Traffic  between  points  in  Arizona  and  New  Mexico 
and  points  in  Texas  or  Oklahoma. 

(c)  Traffic  to,  from  or  through  the  States  of  California, 
Oregon,  Washington,  and  British  Columbia;  also  traffic  to 
and  from  Asiatic  ports  via  any  route. 

(d)  Packing-house  products  and  fresh  meat  destined  for 
export  via  Gulf  ports  when  originating  at  Texas  producing 
points,  except  when  destined  to  interior  iMexican  points. 

(e)  Traffic  from  seaboard  territory  to  Texas  points,  the 
Seaboard  Texas   Committee  having  initial   jurisdiction   over 

*  Map  Ko.  23  follows  this  page. 


Map  No.  23. 

Territorial     Groups     and     Texas     Common 

Point  Territory  in  Southwestern  Tariff 

Committee's  Tariff. 


TERRITORIAL    GROUPS 
AND 
TEXAS  COMMON    POINT  TERRITORY 

IN 

SOUTHWESTERN    TARIFF  COMMITTEES 

TARIFF 


Designed  and  compiled  for  The  American  Commerce  Association  by  Mark  Wymond,  C.E. 


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TRAFFIC  GEOGRAPHY  227 

rates  from  seaboard  territory  to  Texas  points,  and  its  organ- 
ization being  the  organization  through  which  changes  in  such 
rates  are  made. 

(f)  Traffic  having  both  origin  and  destination  in  Arkansas 
or  Texas,  which  is  interstate  in  its  movement. 

(g)  Coal  and  coke  from  Colorado  and  New  ^lexico, 
destined  to  El  Paso. 

In  conjunction  with  the  lines  members  of  the  Railway- 
Association  of  Mexico  and  the  initial  Xew  Orleans  railroads, 
these  articles  also  include  freight  traffic  from  points  in  the 
United  States  west  of  seaboard  territory,  and  east  of  and 
including  Utah  common  points,  to  common  points  in  the 
Republic  of  Mexico,  via  all-rail  and  rail-and-Gulf  routes. 

It  is  the  purpose  of  the  lines  parties  to  extend  the  publica- 
tion of  joint  or  common  tariffs  to  other  territory,  should  it  be 
found  practicable. 

Sec.  10.     TRANS-MISSISSIPPI  RIVER  TERRITORY. 

(See  ]\Iap  No.  25,  following  page  218.) 

This  territory  has  no  definitely  defined  boundar}'  lines,  but 
it  is  a  term  used  in  defining  the  origin  or  destination  territory 
on  traffic  to  or  from  which  are  applicable  proportional  rates 
between  east  bank  Mississippi  River  Crossings  and  points  east 
of  the  Illinois-Indiana  State  line.  This  territory  must  be  con- 
sidered from  both  the  rate-making  and  the  divisional  view- 
point. 

The  Trans-Mississippi  River  Territon,-  comprises  all  or 
part  of  the  stations  in  Arizona,  Kansas,  Colorado,  Idaho,  Iowa, 
Arkansas,  ^Mexico,  ^linnesota,  ^lissouri,  Montana,  Nebraska, 
New  T^Iexico,  Oklahoma,  Oregon,  South  Dakota,  Texas,  Utah 
and  Wyoming;  also  points  known  as  the  ^lissouri  River 
Crossings.    These  stations  are  as  follows : 

Arizona. —  Stations  as  follows : 


Aguila. 

Apache. 

Audlej'. 

Blue  Bell. 

Alicia. 

Apex. 

Bawtr\-. 

Bon. 

Alrich- 

Arey. 

Bernardino. 

Bouse. 

Alta. 

Arizona  City. 

Biddle. 

Branaman. 

Alto. 

Ariz,  and  Colo. 

Block. 

Brills. 

Anita. 

Jet. 

Bloxton. 

Buchan. 

228 


AMERICAN  COMMERCE  ASSOCIATION 


Arizona. —  Stations  —  Concluded. 


Bunkers. 

Bums. 

Buttes. 

Bylas. 

Calumet. 

Calva. 

Cavot. 

Cerbat. 

Chiricahua. 

Clifton. 

Clune. 

Cochran. 

Coconino. 

Coledon. 

College  Peak. 

Congress. 

Cordes. 

Coronado. 

Corta. 

Creamery. 

Crook. 

Crown  King. 

Cunningham. 

Davern. 

Deer  Trail. 

Denny. 

Divide. 

Dome. 

Douglas. 

Drury. 

Duncan. 

Eloy. 

Enid. 

Erman. 

Escala. 

Eugenie. 

Fields. 

Florence. 

Flores. 


Forepaugh. 

Forrest. 

Frankenburg. 

Frisco. 

Galena. 

Gila. 

Gilbert 

Gilson. 

Glade. 

Golden. 

Grand  Canyon. 

Guthrie. 

Haeckel. 

Hansen  Jet. 

Helena. 

Henrietta. 

Hereford. 

Higley. 

Holmes. 

Hopi. 

Hull. 

Humboldt. 

Iron  King. 

Junction. 

Kelvin. 

Kendall. 

Kennard. 

Kim. 

Lancha. 

Land's  Crossing. 

Lee. 

Lewis  Springs. 

Linskey. 

Lirim. 

Lockhart 

Lowell. 

McQueen. 

Marana. 


Marrs. 

Lliddelton. 

Mineral. 

Mobile. 

Mohawk  Station. 

Moores  Spur. 

Morenci. 

Naches. 

Naco. 

Navajo. 

Osbom. 

Pan. 

Parker. 

Patagonia. 

Patio. 

Pearce. 

Peck. 

Petersoa 

Pica. 

Piedra. 

Pinal. 

Pitt. 

Poland  Jet 

Polvo. 

Prairie. 

Price. 

Prieta. 

Providence. 

Puntenney. 

Queen  Creek. 

Rankin. 

Red  Lake. 

Riverside. 

Russell. 

Saddle. 

Salome. 

Ser^'ess. 

Sheldon. 


Shope. 
Silicia. 
Silverbell. 
Simon. 
Smith- 
Solomon. 
South  Siding. 
Springs. 
St.  Da\-id. 
StaiK. 
Stoval. 
Sunshine. 
Talklai. 
Tanque. 
Theba. 
Thomson. 
Tinnaka. 
Tombstone. 
Topock. 
Tufa. 

Turkey  Creek. 
Twelve  Mile  Spur. 
Twin  Buttes 
R.  R.  Jet. 
Union. 
Utting. 
Vaile. 
Vanar. 
Vicksburg. 
Warren. 
Webster. 
Wenden. 
Willaha. 
Winkleman. 
Wood  Spur. 
Wooley. 
York. 
Zellweger. 


Arkansas. —  All  stations. 


Colorado. — All  stations. 

Idaho. — All  stations  when  routed  via  ^Missouri  River  Crossings 
named  in  Note  A,  page  230. 

Iowa. — All  stations  except  the  following: 


Ballinger. 

Bricker. 

Cascade  (Des 

Dubuque. 

Bard. 

Buffalo. 

Moines  Co.). 

Elk  River  Jet, 

Becks. 

Bullards. 

Ginton. 

Elrick  Jet 

Bellevue. 

Burlington. 

Columbus  Jet. 

Fairport 

Bettendorf. 

Camanche. 

Davenport. 

Folletts. 

TRAFFIC  GEOGRAPHY 


229 


Iowa. —  Stations  —  Concluded. 


Fort  Madison. 

Fredonia. 

Fruitland. 

Galland. 

Garland. 

Grandview. 

Green  Island. 

Gordons  Ferry. 

Hahn's  Switch. 

Huron. 

Kempers. 

Keokuk. 


Kingston  (Des 
Moines  Co. ) . 
Lainsville. 
Latty. 
Le  Claire. 
Letts. 
Linwood. 
Lyons. 
Macuta. 
Mediapolis. 
Middle  Lock. 
Montpelier. 


Montrose. 
Mooar. 
Morning  Sua 
Muscatine. 
Newport. 
Oakville. 
Patterson. 
Pleasant  Creek. 
Pleasant  Valley. 
Princeton. 
Round  House. 
Sabula. 


Sandusky. 

Shaffton. 

Shopton. 

Sperry. 

Tile  Works. 

Viele. 

Wapello. 

West  Burlington. 

West  Keithsburg. 

Wever. 


Kansas. — All  stations. 
Mexico. — All  stations. 

Minnesota. —  Stations  as  follows : 

Adrian.  Ellsworth.  Magnolia. 

Ash  Creek.  Hills.        _  Manley. 

Beaver  Creek.  Kanaranzi.  Org. 

Bigelow.  Luverne.  Round  Lake. 
Bruce. 

Missouri. — All  stations  except  the  following ; 

Lamb. 
La  Motte. 
Louisiana. 
Love. 


Rushmore. 
Steen. 
Warner. 
Worthington. 


Gregory. 

Hannibal. 

Helton. 

Huiskamp. 

Ilasco. 

La  Grange. 


Alexandria. 

Ashburn. 

Busch. 

Canton. 

Clemens.  Ilasco.  Reading. 

Dunsford. 

Montana. — All  stations  when  routed  via  Missouri  River  Cross- 
ings, named  in  Note  A,  page  230,  except  the  following: 


St.  Louis. 
Santuzza. 
Saverton. 
West  Quincy. 
White  Rock. 


Anaconda. 

Austin. 

Avon. 

Birdseye. 

Blossburg. 

Boulder. 

Boyd. 

Bradley. 


Butler. 
Butte. 
Dawson. 
Deer  Lodge. 
Dempsey. 
Dough  Jet. 
Elliston. 
Garrison. 


Gregsons. 

Hackney. 

Helena. 

Kohrs. 

Mares. 

Mill  Creek. 

Mullan. 


Race  Track. 

Ross. 

Schiffman. 

Silver  Bow. 

Stuart. 

Walkers. 

Warm  Springs. 


Nebraska. — All  stations. 

New  Mexico. — All  stations. 

Oklahoma. — All  stations. 

Oregon. —  Stations  as  follows  when  routed  via  Missouri  River 

Crossings,  named  in  Note  A,  page  230. 

Arcadia.  Huntington.  Nyssa.  Vale. 

Cairo.  Mallett.  Ontario. 


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TRAFFIC  GBOCSAPHY 


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232         AMERICAN  COMMERCE  ASSOCIATION 

Sec.  14.     MISSOURI  RIVER  CROSSINGS. 

There  are  a  number  of  crossings  on  the  Missouri  river 
from  Sioux  City  to  Kansas  City,  known  as  the  Missouri  River 
Crossings.  These  are  important  gateways  for  shipments  mov- 
ing east  and  west,  and  you  should  definitely  fix  these  points  in 
your  mind  in  order  that  you  may  use  them  advantageously  in 
the  computation  of  freight  charges.  If  you  were  making  a 
shipment  from  some  eastern  point  on  a  tariff  governed  by  the 
Official  Classification  which  gave  a  lower  class  rating  than  the 
Western  Classification,  it  would  be  to  your  advantage  to  use 
the  Missouri  River  Crossings  whenever  possible,  entitling  you 
to  the  lower  Official  Classification  rate  on  the  longest  possible 
distance.  The  rates  beyond  the  Missouri  River  Crossings  are 
governed  by  the  Western  Classification. 

The  Missouri  River  Crossings  are  shown  on  page  222. 

Sec.  15.    THE  RIO  GRANDE  CROSSINGS. 

There  are  certain  gateways  or  crossings  on  the  Rio  Grande 
River  between  the  United  States  and  Mexico  known  as  the 
Rio  Grande  Crossings.  These  are  basing  points  for  the  con- 
struction of  rates  between  the  two  countries. 

They  are  as  follows : 
Brownsville,  Tex.  Eagle  Pass,  Tex,     El  Paso,  Tex.  Laredo,  Tex. 

Sec.    16.     DULUTH,   WINONA,   ST.   PAUL   AND   THE 
COMMON  POINTS. 

There  are  three  important  basing  points  in  the  Northwest, 
namely,  Duluth,  Winona  and  St.  Paul.  There  are  a  large 
number  of  points  adjacent  to  these  basing  points  known  as  the 
common  points.  St.  Paul  is  probably  the  most  important 
basing  point,  and  the  interchange  point  thereat  is  sometimes 
known  as  Minnesota  Transfer.  Rates  on  shipments  from  many 
points  in  the  United  States  to  Western  Canada  are  carried  in 
tariffs  applying  to  Minnesota  Transfer,  in  conjunction  with 
Canadian  tariffs  applying  from  that  point  into  Canada.  Rates 
from  various  points  in  the  United  States  to  points  in  the 
Northwest   are   based   upon   the   Minnesota   Transfer  which 


TRAFFIC  GEOGRAPHY  233 

forms  the  bases  for  the  rates  to  the  various  adjacent  common 

points.     These  principal  basing  and  common  points  are  as 

follows : 

Ashland,  Wis.  Escanaba,  Mich.  Ishpeming,  Mich.     South  St.  Paul, 

Bald  Eagle,  Minn.  Grantsburg,  Wis.  La  Crosse,  Wis.  Minn. 

Bayfield,  Wis.  Grasston,  Minn.  Minneapolis,  Minn.  Stillwater,  Minn. 

Braham,  Minn.        Hamar,  Mich.  Minnesota  Trans-   Superior,  Wis. 
Cambridge,  Minn.   Hancock,  Mich.  fer,  Minn.  Trout  Creek, 

Chippewa  Falls,       Hermansville,  Negaunee,  Mich.         Mich. 

Wis.  Mich.  St.  Louis  Park,        Walbridge,  Wis. 

Corinne,  Mich.         Hinckley,  Minn.  Minn.  Washburn,  Wis. 

Duluth,  Minn.  Hopkins,  Minn.  St.  Paul,  Minn.         Winona,  Minn. 

Eau  Claire,  Wis.      Houghton,  Mich.  Scanlon,  Minn. 

A  full  list  of  these  points  will  be  found  in  the  tariffs  of  the 
Trunk  Line  and  New  England  roads  naming  rates  to  St.  Paul, 
Duluth  and  common  points;  also  in  Morris'  Tariff  12  Series 
from  Central  Freight  Association  and  from  Chicago,  Peoria, 
and  the  common  points  in  Western  Trunk  Line  Tariff  No.  5 
Series. 

Sec.  17.     LOUISIANA  BASING  POINTS. 

The  principal  Louisiana  basing  points  are  as  follows : 

Alexandria.  Lake  Charles.  Monroe.  Shreveport. 

Boyce.  Mansfield.  Moreauville.  West  Lake. 

Bossier  City.  Minden.  Ruston.  West  Monroe. 
Gibbsland. 

These  points  will  be  found  in  Tariff  58  Series,  naming 
rates  from  territories  defined  as  specified  in  Southwestern 
Lines  Territorial  Directory  No.  1  Series,  to  Louisiana  common 
points.  In  Tariff  No.  64  Series,  naming  rates  from  Trunk  Line 
and  New  England  Territories  published  by  the  Southwestern 
Tariff  Committee,  Mr.  F.  A.  Leland,  Agent,  St.  Louis,  Mis- 
souri, 

Sec.  18.    ARKANSAS  COMMON  POINTS. 

There  are  a  number  of  points  in  the  State  of  Arkansas 
which  take  the  same  rates  from  defined  points  from  which 
through  rates  are  published.    These  points  are  as  follows : 


Alto. 

Balle. 

Benton. 

Branner. 

Apex. 

Banks. 

Bethel. 

Brinkley. 

Argenta. 

Bashe. 

Blytheville. 

Brister. 

Arkoal. 

Batesville. 

Bon  Air. 

Brookland. 

Baker. 

Bauxite. 

Bonanza. 

Burma. 

234        AMERICAN  COMMERCE  ASSOCIATION 
Arkansas  Common  Points. —  Concluded. 


Burley. 

Forest  City. 

Camden. 

Fort  Smith. 

Carey. 

Fullerton. 

Cedars. 

Glynn. 

Centerville. 

Greenville. 

Chickasawba. 

Greenwood. 

Oarendon. 

Gulley. 

Cloquet. 

Gunther  No.  ] 

Comer  Spur. 

Gunther  No. : 

Cotton  Plant. 

Hackett. 

Crittenden. 

Hamburg. 

Crossett. 

Hart. 

Dallas. 

Hartford. 

Dardanelle. 

Hartford  Jet. 

Denman. 

Haynes. 

Doniphan. 

Hedrick. 

Donaldson. 

Hermitage. 

Doubleday. 

Heth. 

Earle. 

Higginson. 

Eldorado. 

Hill. 

Emory. 

Hoffman. 

Excelsior. 

Hot  Springs. 

Fargo. 

Hoxie. 

Felco. 

Hoye. 

Felton. 

Huntington. 

Fenn. 

Jacksonport. 

Fidelity. 

Jelks. 

Fordyce. 

Jenson. 

Jonesboro. 

Petit  Jean. 

Kensett. 

Pine  Bluff. 

Kerr. 

Prairie  Creek. 

Kingsland. 

Prosperity. 

Lexa. 

Pulaski. 

Little  Rock. 

Rock  port. 

Lonsdale, 

Rolfe  Jet. 

I.         McCrory. 

Searcy. 

2.         McKinney. 

Shaft  6. 

McNair. 

Shell  Lake._ 

Magazine. 

Siloam  Springs. 

Malvern. 

South  Fort  Smith, 

Mansfield. 

Stamps. 

Marianna. 

Stuttgart. 

Mesa. 

Tenth  St.  Station. 

Midland. 

Tie  Plant. 

Moark. 

Tollville. 

Montreal. 

Trusty. 

Nettleton. 

Van  Buren. 

Newport. 

Walco. 

No.  Lexa. 

Walnut  Ridge. 

Oak  Park. 

Ward  (Sebastian 

Paragould. 

Co.). 

Parkin. 

Warren. 

Palmer. 

Wheatley. 

Patterson. 

Wild  Cat. 

Perla. 

Williamson  Spur. 

Pernort. 

On  shipments  moving  from  defined  territories  as  outlined 
in  Southwestern  Lines  Territorial  Directory  No.  1  Series,  to 
Arkansas  common  points,  a  full  list  of  the  common  points 
will  be  found  in  Southwestern  Lines  Tariff  No.  45  Series. 


Sec.  19.    OKLAHOMA  BASING  POINTS. 

There  are  important  points  in  Oklahoma  which  are  known 
as  the  Oklahoma  common  points.    They  are  as  follows : 


Adamson. 

Bradley. 

El  Reno. 

Guthrie. 

Agawam. 

Cairo. 

Enid. 

Haileyville 

Alderson. 

Chandler. 

Erick. 

Hayward. 

Anadarko. 

Cherokee. 

Ferguson. 

Hennessey. 

Apache. 

Chickasha. 

Ft.  Cobb. 

Hinton. 

Ardmore. 

Choctaw. 

Ft.  Reno. 

Hobart. 

Asher. 

Comanche. 

Ft.  Sill. 

Ingersoll. 

Augusta. 

Cropper. 

Garber. 

Jefferson. 

Baker. 

Dale. 

Geary. 

Kingfisher. 

Billings. 

Dow. 

Geromino. 

Krebs. 

Bison. 

Dover. 

Gotebo. 

La  horn  a. 

Blanco. 

Duncan. 

Granite. 

Lawton. 

TRAFFIC  GEOGRAPHY 


235 


Oklahoma 

Basing  Points. — 

Concluded. 

Lone  wolf. 

Okeene. 

Ryan. 

Wagoner. 

Lookeba. 

Oklahoma  City. 

Shawnee. 

Walter. 

Mangun. 

Okmulgee. 

Stroud. 

Wapanucka. 

McAlester. 

Parkersburg. 

Stuart. 

Watonga. 

McLoud. 

Pawhuska. 

Tecumseh. 

Waukomis. 

Medford. 

Pawnee. 

Terral. 

Weleetka. 

Mountain  View. 

Pond  Creek. 

Tulsa. 

Wewoka. 

Muskogee. 

Quapaw. 

Tupelo. 

Wilburton. 

No.  Enid. 

Red  Oak. 

Union  City. 

Young. 

Nowata. 

Renfro'W. 

Verden. 

Yukon. 

Okarche. 

A  list  of  these  points  will  be  found  in  Southwestern  Lines 
Tariff  No.  15  Series. 

Sec.  20.    TEXARKANA  RATE  POINTS. 

There  are  two  important  points  at  the  intersection  of 
Arkansas  and  Texas  used  as  the  basis  of  rates  known  as 
Texarkana,  Ark.-Tex.  (Texarkana-Arkansas  and  Texarkana- 
Texas).  Rates  from  defined  territories  to  these  points  are  in 
Southwestern  Lines  Tariff  No.  49  Series. 

Sec.  21.  TEXAS  COMMON  POINTS;  ALSO  HOUSTON 
AND  GALVESTON  AND  POINTS  TAK- 
ING HIGHER  OR  LOWER  RATES. 

There  are  a  number  of  points  in  the  central  portion  of 
Texas  which  take  the  same  rates  on  shipments  originating  in 
defined  territories  as  outlined  in  Southwestern  Lines  Terri- 
torial Directory  No.  1  Series.  These  are  known  as  the  Texas 
common  points,  and  they  include  both  Houston  and  Galves- 
ton. The  points  adjacent  to  the  common  points  take  higher 
or  lower  rates.  The  Texas  Common  Point  Territory  is  shown 
in  a  general  way  on  Map  No.  23,  following  page  225,  and  a 
complete  list  will  be  found  in  Southwestern  Lines  Tariff  No.  1 
Series. 

The  following  is  a  literal  description  of  the  Texas  Common 
Point  Territory : 

Texas  Common  Point  Territory  comprises  that  portion  of 
the  State  of  Texas  lying  east  of  the  following  boundary : 

Commencing  at  a  point  on  the  Fort  Worth  &  Denver  City 
Railway,  just  west  of  Acme  and  continuing  in  a  southwesterly 
direction,  via  an  air  line  to  a  point  on  the  Texas  &  Pacific 
Railway,  just  west  of  Big  Springs;  thence  in  a  southeasterly 


236         AMERICAN  COMMERCE  ASSOCIATION 

direction,  via  an  air  line,  to  a  point  just  south  of  San  Angelo; 
thence  in  the  same  direction,  via  an  air  line,  to  a  point  just 
south  of  Menard;  thence  in  a  southerly  direction,  via  an 
imaginary  line  drawn  immediately  east  of  the  Kerrville 
Branch  of  the  San  Antonio  &  Aransas  Pass  Railway  to  a 
point  just  south  and  west  of  Devine;  thence  in  a  north- 
westerly direction  via  a  line  drawn  immediately  north  of  and 
parallel  to  the  International  &  Great  Northern  Railroad,  to  a 
point  just  south  and  west  of  Devine;  thence  in  a  north- 
easterly direction  via  a  line  drawn  immediately  south  of  and 
parallel  to  the  International  &  Great  Northern  Railroad,  to  a 
point  just  west  and  south  of  San  Antonio;  thence  in  a  south- 
easterly direction  via  a  line  drawn  immediately  west  of  and 
parallel  to  the  San  Antonio  &  Aransas  Pass  Railway,  to  a  point 
just  north  and  west  of  Gregory;  thence  in  a  southwesterly 
direction  via  a  line  drawn  immediately  west  of  and  parallel  to 
the  San  Antonio  &  Aransas  Pass  Railway,  to  a  point  just  west 
of  Corpus  Christi;  thence  in  a  northeasterly  direction  via  a 
line  drawn  immediately  east  of  and  parallel  to  the  San  Antonio 
&  Aransas  Pass  Railway,  to  a  point  just  east  of  Rockport. 

Fort  Worth-Dallas  Group  No.  1  ("  Burnt  District "). 

The  "  Burnt  District "  or  w^hat  is  hereafter  to  be  known  as 
"  Fort  Worth-Dallas  Group  No.  1  "  comprises  that  portion  of 
the  State  of  Texas  lying  within  the  following  boundary : 

Commencing  at  a  point  on  the  Fort  Worth  &  Denver  City 
Railway  just  west  of  Acme  and  continuing  in  a  southwesterly 
direction,  via  an  air  line,  to  a  point  on  the  Texas  Pacific  Rail- 
way just  west  of  Big  Springs;  thence  in  a  southeasterly  direc- 
tion, via  an  air  line,  to  a  point  just  south  of  San  Angelo; 
thence  in  an  easterly  direction  via  a  line  drawn  immediately 
south  of  and  parallel  to  the  Gulf,  Colorado  &  Santa  Fe  Rail- 
way, to  a  point  just  north  and  west  of  Brownwood;  thence 
in  a  southerly  direction  via  a  line  drawn  immediately  west  of 
and  parallel  to  the  Fort  Worth  &  Rio  Grande  Railway,  to  a 
point  just  south  of  Brady;  thence  in  a  northerly  direction  via 
a  line  drawn  immediately  east  of  and  parallel  to  the  Fort 
Worth  &  Rio  Grande  Railway,  to  a  point  just  south  and  east 
of  Brownwood;    thence  in   an   easterly  direction   via  a   line 


TRAFFIC  GEOGRAPHY  237 

drawn  immediately  south  of  and  parallel  to  the  Gulf,  Colorado 
&  Santa  Fe  Railway,  to  a  point  just  south  and  west  of  Belton; 
thence  in  an  easterly  direction  via  a  line  drawn  immediately 
south  of  and  parallel  to  the  Missouri,  Kansas  &  Texas  Rail- 
way of  Texas,  to  a  point  just  south  and  east  of  Echo;  thence 
in  a  northerly  direction  via  a  line  drawn  immediately  east  of 
and  parallel  to  the  Missouri,  Kansas  &  Texas  Railway  of 
Texas,  to  a  point  just  south  and  east  of  Waxahachie ;  thence  in 
an  easterly  direction  via  a  line  drawn  immediately  south  of  and 
parallel  to  the  Houston  &  Texas  Central  Railroad  to  a  point 
just  south  of  and  east  of  Garrett;  thence  in  a  northerly  direc- 
tion via  a  line  drawn  immediately  east  of  and  parallel  to  the 
Houston  &  Texas  Central  Railroad,  to  a  point  just  south  of 
Dallas ;  thence  in  a  southeasterly  direction  via  a  line  drawn 
immediately  south  of  and  parallel  to  the  Texas  &  New  Orleans 
Railroad,  to  a  point  just  east  of  Kaufman;  thence  in  a  north- 
erly direction  via  a  line  drawn  immediately  east  of  and  parallel 
to  the  Texas  Midland  and  Paris  &  Great  Northern  Railroads, 
via  Paris,  to  a  point  on  the  Red  river  just  east  of  Arthur. 

Fort  Worth-Dallas  Group  No.  2. 

The  territory  to  be  hereafter  known  as  "  Ft.  Worth-Dallas 
Group  No.  2  "  comprises  that  portion  of  the  State  of  Texas 
lying  east  and  north  of  the  following  boundary : 

Commencing  at  a  point  on  the  Fort  Worth  &  Denver  City 
Railway  just  west  of  Texline  and  continuing  in  a  southerly 
direction  via  the  New  Mexico-Texas  State  Line  to  a  point  on 
the  Pecos  &  Northern  Texas  Railway  just  west  of  Wilsey; 
thence  in  a  southeasterly  direction  via  an  air  line  to  a  point 
on  the  Texas  &  Pacific  Railway  just  west  and  south  of  Big 
Springs;  thence  in  an  easterly  direction  via  a  line  drawn 
immediately  south  of  and  parallel  to  the  Texas  &  Pacific 
Railway  via  Sweetwater,  Abilene,  Cisco,  Weatherford,  Fort 
Worth,  Dallas,  Terrell,  Mineola,  Longview  and  Marshall,  to  a 
point  just  south  and  east  of  Waskom. 

Sec.  22.     MEXICAN  COMMON  POINTS. 

There  are  a  number  of  points  in  Mexico  which  are  known 


238 


AMERICAN  COMMERCE  ASSOCIATION 


as  the  Mexican  Common  Points,  and  they  are  published  in 
Morris'  Territorial  Directory  No.  3  Series.  They  are  as  fol- 
lows: 


Agua  Neuva 

(Coahuila). 
Amecameca. 
Amozoc. 
Apizaco. 
Atlixco. 
Atzacoalco. 
Barrientoo. 
Bermejillo. 
Buena  Vista 

(Coahuila). 
Bustilloo. 
Calera  (Du- 

rango). 
Carneros. 
Casa  Colorado. 
Cazedero. 
Celaya. 
Cerro  Gordo 

(Mexico). 
Chihuahua. 
Cholula. 
Ciudad  Juarez. 
Cobian. 
Conejos. 
Cordoba. 
Cuantitlan 

(Mexico). 
Culiacan. 
Durazno. 
El  Carmen 

(Puebla). 
El  Castillo. 
El  Rio  (Coahuila) 
Empalme. 
Encantada 

(Coahuila). 
Elscalon. 
Esperanza 

(Puebla). 
Fresno 

(Chihuahua). 


Garcia  (Nuevo 

Leon). 
Gloria. 
Gran  Canal. 
Hercules. 
Hornos. 
Huehuetoca. 
Irolo. 
Ixtlahuaca 

(Mexico). 
Jalapa  (Vera 

Cruz). 
La  Compania. 
La  Griega. 
La  Junta 

(Chihauhau). 
Leal. 
Lecheria. 
Linares. 
Llano 

(Chihauhau). 
Los  Charcos. 
Los  Cocas. 
Mai  Paso. 
Marfil. 
Mariscala. 
Matehaula. 
Mena 

(Tlaxcala). 
Merida. 
Mesa 

(Chihauhau). 
Mexico. 
Minaca. 
Monterey. 
Munoz 

(Tlaxcala). 
Nogales 

(Sonora). 
Nopola 

(Hidalgo). 


Noria 

(Coahuila). 
Oaxaca. 
Otumba. 
Ozumba 

(Mexico). 
Pachua. 
Palomas 

(Chihauhau). 
Parral. 

Paso  del  Toro. 
Pedemales 

(Chihauhau). 
Polotitlan. 
Puebla. 

Puente  de  Ixtla. 
Queretaro. 
Ramos  Arispe. 
Rio  Blanco. 
Rosendo  Marquez. 
Salamanca. 
Salas. 
Salinas  (San Luis 

Potosi), 
Saltillo. 
San  Andres 

(Chihauhau). 
San  Andres 

(Puebla). 
San  Antonio 

(Chihauhau). 
San  Bias 

(Sinaloa). 
San  Cristobal 

(Mexico). 
Sandoval 

(Hildago). 
San  Geronimo 

(Oaxaca). 
San  Juan 

(Coahuila). 


San  Luis  Potosi. 
San  Marcos 

(Puebla). 
San  Miguelito 

(Vera  Cruz). 
San  Pedro 

(Coahuila). 
Santa  Ana 

(Tlaxcala). 
Santa  Eulalia. 
Santa  Isabel 

(Chihauhau). 
Santa  Julia. 
Santa  Lucrecia. 
Santa  Rita 

(Hidalgo). 
Santa  Sabina. 
Sauceda 

(Coahuila). 
Tabalaopa. 
Temosachic. 
Teocalco. 
Teoloyucan. 
Tepa. 
Ticul. 
Tlalnepantla 

(Mexico). 
Toluca. 
Torreon. 
Torres 

(Sonora). 
Trancoso. 
Trasquila. 
Tulacingo. 
Tultenango. 
Vente  de  Cruz. 
Viesca. 
Zacatecas. 
Zitacuaro. 


Sec.  23.     COLORADO  COMMON  POINTS. 

The  important  basing  points  in  Colorado  are  Denver, 
Colorado  Springs,  Pueblo  and  Trinidad.  There  are  a  number 
of  points  adjacent  to   these  points   known  as  the   Colorado 


TRAFFIC  GEOGRAPHY 


239 


common  points,  which  take  the  same  rates.     A  list  of  these 
points  is  published  in  Agent  Poteet's  Tariff  No.  11  Series. 
(See  Map  No.  23,  following  page  226,  for  outline  of  territory.) 

Sec.  24.    UTAH  COMMON  POINTS. 

Salt  Lake  City  is  the  basing  point  for  rates  to  a  large  group 
of  towns  in  Utah.  These  adjacent  towns,  taking  the  same 
rates  as  Salt  Lake  City,  are  known  as  the  Utah  common  points. 
A  list  of  these  points  is  published  in  Agent  Poteet's  Tariff 
No.  20  Series. 

(See  Map  No.  23  for  outline  of  territory.)! 


Sec.  25.    SOUTH  PACIFIC  COAST  TERMINALS. 

There  are  a  number  of  points  on  the  South  Pacific  coast, 
located  in  California,  which  take  the  same  rates  from  all  points 
in  Eastern  Rate  Groups,  These  points  are  published  in  Trans- 
Continental  Tariff  No.  1  Series  on  west-bound  traffic  and  in 
No.  3  Series  on  east-bound  traffic.  The  following  is  a  list  of 
the  points : 


Alameda. 
*Alcatraz. 
♦Ambrose. 

Antioch. 
*Ardmore. 
*Avon. 

Bay  Point. 
*Bells  (Los 
Angeles  Co.) 

Benicia. 

Berkeley. 

Berkeley 

(Carlton  St.). 

Berkeley 

(Powell  St.). 
*Bird. 
*Bixby. 
*BIume. 

♦Brighton  Beach. 
*Bruce. 
♦Burnett  (Los 

Angeles  Co.). 
♦Centinela. 

Central  Avenue. 
♦Cerritos  Oil  Spur 


Christie. 

Clay  Pit. 

Clearwater. 

Compton. 
♦Corbin. 

Coronado. 

Coronado  Hgts. 
♦County  Farm. 

Crockett. 
♦Cudahy. 
♦Dodsworth. 
♦Dolanco. 
♦Dolores. 

Dominguez. 

Dupont. 
♦Dwight. 
♦Earl. 

East  Oakland. 

East  San  Pedro 
(See  Footnote) 
♦E.  Wilmington. 
♦Eckley. 
♦Elftman. 

Elmhurst. 
.  El  Segundo. 


Emery. 

Fitchburg. 
♦Fleming. 

Florence. 
♦Fruitland. 

Fruitvale. 
♦Garnsey. 
♦Gaspur. 
♦Gateley. 

Giant. 

Glen  Eraser. 
♦Granger. 

Hercules. 
♦Hermosa  Beach. 

Hobart. 
♦Hyde  Park. 

Hynes. 

Inglewood. 

KoWer. 
♦Krieger. 
♦Lawn. 
♦Livny. 

Long  Beach. 

Los  Angeles. 
♦Los  Medanos. 


♦Luzon  (Contra 

Costa  Co.). 
♦Lynwood. 

McAvoy. 
♦Mail  Dock. 
♦Maltby. 
♦Manhattan  Beach. 

Marmarosa. 

Martinez. 

Marysville. 

Melrose 

(Alameda  Co.). 
♦Mococo. 

Mountain  View. 

Muir. 
♦Nadeau  Park. 

National  City. 

N.  C.  &  O.  Junc- 
tion. 
♦Nevada  Dock. 
♦Nichols. 
♦Nitro. 
♦Nobel. 

Oakland. 

Oakland  Wharf. 


*  Non-Agency  station. 


t  Map  No.  23  follows  page  226. 


240 


AMERICAN  COMMERCE  ASSOCIATION 


South  Pacific  Coast  Terminals. —  Concluded. 


*Ocean  Avenue. 
*01eum. 
*Opaco. 
*Ostend. 

Otay  Wells. 

Otay  Wells 
Junction. 
*Pacheco. 

Pacific  Siding. 

Pacsteel. 

Paraffin. 
*Peoco. 
*  Peyton. 

Pinole. 

Pittsburg. 

Port  Costa. 
*Posen. 
*Potter. 

Power. 
*Prince  (Contra 
Costa  Co.). 


*Race  Track. 
*Redo. 

Redondo  Beach. 

Redwood. 
*Rheem. 

Richmond. 

Richmond  Belt 
Ry. (all  points). 

Rodeo. 
*Rowley. 

Sacramento. 

Saltworks. 

San  Diego. 

San  Francisco. 

San  Jose. 

San  Leandro. 

San  Pablo. 

San  Pedro. 

Sand  Pit. 


Santa  Clara. 
*Schindler. 
*Schmidt. 
*Seaside  (Los 
Angeles  Co.). 

Sedan. 

Selby. 

Seminary  Park. 
^Seventh  St. 
*Shellmound. 
*Slauson. 
*Sobrante. 

S.  San  Francisco 

South  Vallejo. 

Stege. 

Stockton. 

Stockyards. 

Sunnyvale. 

Tent  City. 

Terminal  Island. 


Thenard. 

Tillman. 
*Tormey. 

Torrance. 
*Tweedy. 

Vallejo  Junction. 
*Vernondale, 
*Vigorit. 
*Vine  Hill. 
*Watson. 

West  Alameda. 

West  Berkeley. 

Western  Pacific 
Mole. 
^Western  Street. 
*Wildasin. 

Wilmington. 
*Wiseburn. 

Workman. 
*Zinc. 


Non-agency  station. 


Sec.  26.    NORTH  PACIFIC  COAST  TERMINALS. 

You  will  find  in  Trans-Continental  Freight  Bureau  Tariff 
No.  4  Series,  a  number  of  points,  taking  the  same  rates  from 
eastern  rate  groups,  known  as  North  Pacific  Coast  and  British 
Columbia  Terminals,  as  follows :     [For  full  list  see  Tariff.] 


Aberdeen,  Wash. 
Albina,  Ore. 
Anacortes,  Wash. 
Astoria,  Ore. 
Ballard,  Wash. 
Beatty,  Ore. 
Bellingham,  Wash. 
Black  River, 

Wash. 
Black  River  Jet, 

Wash. 
Blaine,  Wash. 
Bothell,  Wash. 
Brooklyn,  Wash. 
Brunn,  Ore. 
Burlington,  Ore. 
Cosmopolis, 

Wash. 
Doernbechers, 

Ore. 


Dupont,  Wash. 
Earlington,  Wash. 
East  Portland, 

Ore. 
Edmonds,  Wash. 
Everett,  Wash. 
Factoria,  Wash. 
Fremont,  Wash. 
Fulton,  Ore. 
Georgetown, 

Wash. 
Graham,  Ore. 
Great  Northern 

Dock,  Ore. 
Hoquiam.  Wash. 
Interbay,  Wash. 
Kenton,  Ore. 
Kirkland,  Wash. 
Latona,  Wash. 
Laurelhurst,  Ore. 


Linnton,  Ore. 
Lowell,  Wash. 
Montavilla,  Ore. 
North  Portland, 

Ore. 
Ocosta,  Wash. 
Olympia,  Wash. 
Portland,  Ore. 
Portsmouth,  Ore. 
Raymond,  Wash. 
Renton,  Wash. 
Richmond  Beach, 

Wash. 
St.  Johns,  Ore. 
Seattle,  Wash. 
Seattle  Piers, 

Wash. 
South  Aberdeen, 

Wash. 


S.  Bellingham, 

Wash. 
South  Bend,  Wash, 
South  Tacoma, 

Wash. 
Stockdale,  Ore. 
Tacoma  Wharf, 

Wash. 
Tacoma,  Wash. 
University  Park, 

Ore. 
Vancouver,  Wash. 
Webster,  Ore. 
Whitwood  Court, 

Ore. 
Wilburton,  Wash. 
Willbridge,  Ore. 
Woodinville, 

Wash. 


TRAFFIC  GEOGRAPHY  241 

The  British  Columbia  Pacific  coast  terminals  are: 
Abottsford,  B.  C.     Lincoln,  B.  C.  New  Westminster,  Vancouver,  B.  C. 

Cloverdale,  B.  C.     Nanaimo,  B.  C.  B.C.  Victoria,  B.  C. 

Haney,  B.  C. 

On  west-bound  business  Trans-Continental  Tariff  No.  4 
Series  shows  the  basis  for  making  rates  to  points  on  the 
Southern  Pacific  Railway  (Lines  in  Oregon)  ;  also  to  stations 
in  Oregon  located  on  the  Oregon  Electric  Railway  Company; 
also  a  list  of  points  in  Washington  and  British  Columbia  to 
which  rates  are  made  by  adding  the  rates  shown  in  tariff  to 
the  rates  published  to  the  North  Pacific  Coast  Terminal 
Points.  On  east-bound  business  the  rates  from  these  points 
are  published  in  Trans-Continental  Freight  Bureau  East- 
bound  Tariff  No.  2  Series. 

Sec.  26-A.     INTERMEDIATE  PACIFIC  COAST  TERRI- 
TORY. 

This  territory  comprises  points  intermediate  to  the  Pacific 
Coast  Terminals,  located  in  the  States  of  Arizona,  California, 
Nevada,  New  Mexico,  Oregon  and  Utah,  as  listed  in  Trans- 
Continental  Freight  Bureau  Circular  16  Series;  also  points 
on  the  Arizona  Eastern  Railroad,  Arizona  &  New  Mexico 
Railway,  Arizona  Southern  Railroad,  Atchison,  Topeka  & 
Santa  Fe  Railway,  Central  California  Traction  Company, 
El  Paso  Southwestern  System,  Las  Vegas  &  Tonopah  Rail- 
road, Morenci  Southern  Railway,  Nevada-California-Oregon 
Railway,  Northwestern  Pacific  Railroad,  Petaluma  &  Santa 
Rosa  Railway,  San  Diego  &  Southeastern  Railway,  San 
Pedro,  Los  Angeles  &  Salt  Lake  Railroad,  Santa  Maria 
''/alley  Railway,  Southern  Pacific  Company  (Pacific  System), 
Sunset  Railway,  Tonopah  &  Goldfield  Railroad,  Tonopah  & 
Tidewater  Railroad,  Bullfrog  Goldfield  Railroad,  Western 
Pacific  Railway,  and  the  Boca  &  Loyalton  Railroad. 

On  west-bound  business  rates  are  published  in  Trans- 
Continental  Freight  Bureau  West-bound  Tariff  No.  1  Series, 
and  on  east-bound  business  in  Trans-Continental  Freight 
Bureau  Tariff  No.  3  Series.  These  tariffs  are  to  be  used  in 
connection  with  Trans-Continental  Freight  Bureau  Circular 
No.  16  Series. 


242        AMERICAN  COMMERCE  ASSOCIATION 

Sec.  27.    SPOKANE  RATE  POINTS. 

There  are  a  number  of  points  in  Washington,  Idaho  and 
Oregon,  which  take  the  same  rates  from  Eastern  Trans-Con- 
tinental Rate  Groups,  known  as  the  Spokane  Rate  or  Com- 
mon Points.  These  are  published  in  Trans-Continental  Tariff 
No.  4  Series,  for  business  west,  and  Trans-Continental  Tariff 
No.  2  Series,  for  business  moving  east.  The  principal  points 
are  as  follows : 

Dalkena,  Wash.       Ferndale,  Ore.         Medimont,  Idaho.   Walla  Walla, 
Deep  Creek,  Idaho.  Harrison,  Idaho.      Palouse,  Wash.  Wash. 

Dry  Creek,  Wash.   Hedges,  Wash.         Pasco,  Wash.  Washtucna,  Wash. 

Eltopia,  Wash.         Hendersons,  Idaho. Spokane,  Wash.       Whitman,  Wash. 
Evergreen,  Wash.  Kenewick,  Wash.    Two  Rivers,  Wash. Yoakum,  Ore. 

The  above  are  some  of  the  prominent  points  in  Spokane 
territory  which  comprises  points  in  Oregon,  Idaho,  Washing- 
ton, western  portion  of  Montana,  Wyoming  and  Utah,  located 
on  Camas  Prairie  Railroad,  Chicago,  Milwaukee  &  St.  Paul 
Railroad,  Great  Northern  Railway,  Northern  Pacific  Railway, 
North  Yakima  &  Valley  Railway,  Oregon  Trunk  Railway, 
Oregon  Washington  Railroad  &  Navigation  Company,  Spo- 
kane, Portland  &  Seattle  Railway.  A  full  list  of  the  points 
is  shown  in  the  tariffs  named  above. 

Sec.  28.    MONTANA  COMMON  POINTS. 

There  are  a  number  of  points  in  Montana  which  take  the 
same  rates  on  shipments  from  eastern  points.  The  following 
are  the  Montana  common  points  as  shown  in  Morris'  Direc- 
tory No.  3  Series. 


Anaconda. 

Brady. 

Garrison. 

Race  Track. 

Austin. 

Butler. 

Gregson's. 

Ross. 

Avon. 

Butte. 

Hackney. 

Silver  Bow. 

Bridger. 

Dawson. 

Helena. 

Stuart. 

Blossburg. 

Deer  Lodge. 

Kohrs. 

Walkers. 

Boulder, 

Dempsey. 

Mares. 

Warm  Springs 

Boyd. 

Elliston. 

There  are  a  number  of  other  points  which  take  the  same 
rates  as  Montana  common  points  on  west-bound  business 
published  in  Trans-Continental  Tariff  No.  14  Series.  The 
points  taking  the  same  rates  on  east-bound  business  will  be 
found  in  Trans-Continental  Tariff  No.  2  Series. 


TRAFFIC  GEOGRAPHY 


243 


Sec.  29.     PRORATING  POINTS  IN  IOWA  AND  MISSOURI. 

There  are  a  number  of  points  in  Iowa  and  Missouri  sub- 
ject to  through  rates  from  and  to  Canadian,  Trunk  Line,  New 
England  and  Central  Freight  Association  Territories.  These 
prorating  points  are  as  follows : 

Alexandria,  Mo.  Folletts,  Iowa.  La  Alotte,  Mo. 

Ashburn,  Mo.  Fort  Madison,  Latty,  Iowa. 

Ballinger,  Iowa.  Iowa.  Le  Claire,  Iowa. 

Bard,  Iowa.  Fredonia,  Iowa.  Letts,  Iowa. 


Beck,  Iowa. 
Bellevue,  Iowa. 
Bettendorf,  Iowa. 
Bricker,  Iowa. 
Buffalo,  Iowa. 
Bullards,  Iowa. 
Burlington,  Iowa. 
Busch,  Mo. 
Camanche,  Iowa. 
Canton,  Mo. 
Cascade,  Iowa. 
Clemens,  Mo. 
Clinton,  Iowa. 
Columbus  jct, 

Iowa. 
Davenport,  Iowa. 
Dubuque,  Iowa. 
Dusford,  Mo. 
Elk  River  Jet., 

Iowa. 
Elrick  Jet.,  Iowa. 
Fairport,  Iowa. 


Fruitland,  Iowa. 
Galland,  Iowa. 
Garland,  Iowa. 
Gordon's  Ferry, 
Iowa. 


Linwood,  Iowa. 
Louisiana,  Mo. 
Love,  Mo. 
Lyons,  Iowa. 
Macuta,  Iowa. 


Grand  View,  Iowa.  Mediapolis,  Iowa 
Gregory,  Mo. 


Princeton,  Iowa. 
Reading,  Mo. 
Round  House, 

Iowa. 
Sabula,  Iowa. 
St.  Louis,  Mo. 
Sandusky,  Iowa. 
Santuzza,  Mo. 
Saverton,  Mo. 
Shaffton,  Iowa. 


Green  Island, 

Iowa. 
Hahn's  Switch, 

Iowa. 
Hannibal,  Mo. 
Helton,  Mo. 
Huiskamp,  Mo. 
Huron,  Iowa. 
Ilasco,  Mlo. 
Kempers,  Iowa. 
Keokuk,  Iowa. 
Kingston,  Iowa. 
Lainsville,  Iowa. 
La  Grange,  Mo. 
Lamb,  i\Io. 


Middle  Lock,  lowa.Shoecraft,  Iowa 
Montpelier,  Iowa.    Shopton,  Iowa. 
Montrose,  Iowa. 
Mooar,  Iowa. 
Morning  Sun, 

Iowa. 
Munger's  Switch, 

Mo. 


Muscatine,  Iowa. 
Newport,  low^a. 
Oakville,  Iowa. 
Patterson,  Iowa. 
Pleasant  Creek, 

Iowa. 
Pleasant  Valley, 

Iowa. 


Sperry,  Iowa. 
Spring  Grove, 

Iowa. 
Summit,  Iowa. 
Tile  Works,  Iowa. 
Viele,  Iowa. 
Wapello,  Iowa. 
West  Burlington, 

Iowa. 
West  Keithsburg, 

Iowa. 
West  Quincy,  Mo. 
Wever,  Iowa. 
White  Rock,  Mo. 


Sec.  30.  THE  TEXAS  TARIFF  BUREAU  TERRITORY. 

Trafific  having  its  origin  and  destination  in  the  State  of 
Texas  is  under  the  jurisdiction  of  the  Texas  Tariff  Bureau, 
Mr.  J.  B.  Bartholomew,  Agent,  offices  at  Austin,  Texas. 

Sec.  31.     CANADIAN  FREIGHT  ASSOCIATION  WEST- 
ERN LINES.* 

Embraces  all  territory  in  Canada  west  of  and  including 
Port  Arthur,  Ont.  The  following  are  the  officers :  W.  C. 
Bowles,  President,  Winnipeg,  Man. ;  George  .Stephen,  Vice- 
President,  Winnipeg,  Man. ;  W.  E.  Campbell,  Secretary-Treas- 
urer, Winnipeg,  Man. 

Companies  Represented. 

Canadian  Pacific  Ry.  Esquimalt  &  Nanaimo  Ry. 

Canadian  Northern  Ry.  Eastern  British  Columbia  Ry. 

Grand  Trunk  Pacific  Ry.  British  Columbia  Electric  Ry. 
Great  Northern  Ry. 

*  This  territory  and  description  is  placed  in  this  section  for  convenience  only. 


CHAPTER  XII. 

Traffic  Territories  and  Rate  Points  in  Southern 
Classification  Territory 

Sec.    1.    Southeastern  Mississippi  Valley  Territory. 

Sec.   2.     Southeastern  Freight  Association  Terri- 
tory. 

Sec.   3.    Joint  Southeastern  Mississippi  Valley  and 
Southeastern  Freight  Association  Terri- 
tory. 

Sec.   4.    Associated  Railways  of  Virginia  and  Caro- 
linas. 

Sec.   5.    Mississippi  Valley  Territory. 

Sec.   6.    Mississippi  Valley  Basing  Points. 

Sec.    7.     Carolina  Territory. 

Sec.   8.    Green  Line  Territory. 

Sec.   9.    Carolina  Territory  South  of  Walhalla  Line. 

Sec.  10.     Southeastern  Territory. 

Sec.  11.    Atlanta  Sub-Territory. 

Sec.  12.    Montgomery  Sub-Territory. 

Sec.  13.    Southeastern  Common  Points. 

Sec.  14.    Carolina  Basing  Points. 

Sec.  15.    Virginia  Common  Points. 

Sec.  16.    Virginia  Lines  Tariff  Bureau  Territory. 

Sec.  17.    Virginia  Freight  Association  Territory. 

Sec.  18.    Southern  Weighing  and  Inspection  Bureau 
Territory. 

Sec.l9f    Southern  Freight  Association  Territory. 


(245) 


CHAPTER  XII. 

Traffic  Territories  and  Rate  Points  in  Southern 
Classification  Territory 

Sec.  1.    SOUTHEASTERN  MISSISSIPPI  VALLEY  TER- 
RITORY. 

The  Southeastern  Mississippi  Valley  Territory  (see  Map 
No.  18,  following  page  148)  is  under  the  jurisdiction  of  the 
Southeastern  Mississippi  Valley  Association,  Mr.  M.  P.  Wash- 
burn, chairman,  and  W.  R.  Ransey,  secretary,  offices  at  Second 
and  Maine  streets,  Louisville,  Kentucky.  The  railroads  memr 
hers  of  this  association  are  as  follows : 

Alabama  Great  Southern  R.  R.  Nashville,  Chattanooga  &  St.  Louis 

Alabama  &  Vicksburg  Ry.  Ry. 

Cincinnati,  New  Orleans  &  Texas  New  Orleans  &  Northeastern  R.  R. 

Pacific  Ry.  New  Orleans,  Mobile  &  Chicago 
Gulf  &  Ship  Island  R.  R.  R.  R. 

Illinois  Central  R.  R.  St.  Louis  &  San  Francisco  R.  R. 

Illinois    Central    R.    R.    (Kentucky  Southern  Railway. 

Division).  Southern  Railway  in  Mississippi. 

Louisville  &  Nashville  R.  R.  Tennessee  Central  R.  R. 

Mobile  &  Ohio  R.  R.  Yazoo  &  Mississippi  Valley  R.  R. 

This  territory  should  not  be  confused  with  the  Mississippi 
Valley  Territory  (see  Map  No.  24,  following  page  246),  which 
is  a  rate  adjustment  territory,  the  committee  controlling  which 
does  not  publish  tariffs.  This  territory  is  controlled  by  a  com- 
mittee which  publishes  tariffs  from  Ohio  and  Mississippi  river 
crossings  and  Gulf  ports  and  points  under  the  jurisdiction  of 
the  association  to  points  in  the  Carolinas  Territories  and  the 
Southeastern  Freight  Association  Territory;  also  from  that 
territory  to  the  Ohio  and  Mississippi  river  crossings.  This 
association  also  publishes  tariffs  from  points  within  its  terri- 
tory to  the  Trunk  Line  Territory ;  also  several  commodity 
tariffs  from  its  points  to  Central  Freight  Association  and 
Western  Trunk  Line  Territories. 

(247) 


248        AMERICAN  COMMERCE  ASSOCIATION 

The  territory  to  which  the  association  articles  relate  is 
bounded  on  the  north  by  the  Ohio  river;  on  the  east  by  a 
line  from  Jellico,  Tenn.,  through  Harriman  Junction,  Tenn., 
Chattanooga,  Tenn,,  Birmingham,  Ala.,  Selma  and  Mont- 
gomery, Ala.,  to  Pensacola,  Fla.,  including  junction  points  on 
the  Alabama  Mineral  Division  of  the  Louisville  &  Nashville 
Railroad  (Attalla  to  Colera,  inclusive)  ;  on  the  south  by  the 
Gulf  of  Mexico,  and  on  the  west  by  the  Mississippi  river, 
including  points  on  said  boundary  lines. 

This  territory  includes  the  State  of  Mississippi  and  a  part 
of  Alabama,  Tennessee  and  Kentucky.  It  is  bounded  more 
definitely  on  the  north  by  a  line  which  separates  the  Southern 
from  the  Official  Classification  Territory,  beginning  at  Cin- 
cinnati and  extending  to  Cairo.  The  boundary  line  then  con- 
tinues south  along  the  east  bank  of  the  Mississippi  river  to 
the  Gulf,  but  includes  Helena,  Ark.,  and  Vidalia  on  the 
western  bank  of  the  Mississippi  river.  The  eastern  boundary 
begins  at  Covington,  Ky.,  and  continues  south  along  the 
line  of  the  Louisville  &  Nashville  to  Winchester,  Ky., 
on  south  to  Middlesboro,  Ky.,  continuing  along  an  imag- 
inary line  through  Jellico  and  Harriman  to  Harriman  Junc- 
tion, Tenn.,  then  continuing  along  the  Cincinnati,  New 
Orleans  &  Texas  Pacific  Railway  to  Chattanooga,  on  along 
the  Alabama  Great  Southern  Railway  to  Attalla,  then  on 
along  the  Alabama  Mineral  Division  of  the  Louisville  & 
Nashville  Railroad  to  Calera,  continuing  along  the  Louisville 
&  Nashville  to  Montgomery,  on  to  Pensacola,  and  on  to  the. 
Gulf  of  Mexico. 

The  towns  on  the  boundary  line  from  Middlesboro, 
Ky.,  to  the  Gulf,  separating  the  Southeastern  Mississippi 
Valley  Association  from  the  Southeastern  Freight  Association, 
are  considered  as  neutral  towns  or  territory.  Points  within 
the  Southeastern  Mississippi  Valley  Association  and  the  point 
between  the  boundary  line  separating  the  two  associations  are 
considered  as  local  to  the  Southeastern  Mississippi  Valley 
Association,  Points  within  the  boundaries  of  the  Southeast- 
ern Freight  Association,  and  points  on  the  boundary  between 
the  association  territories,  are  considered  as  being  local  to  the 


I  r 

I 

i   i 

I  : 

i  ^ 


Map  No.  24. 

Rate    Adjustment    Territories    in    Southern 
Class  Territory. 


i^ 


RATE    ADJUSTMENT 

TERRITORIES 

IN 

SOUTHERN    CLASS.  TERRITORY 


Designed  and  compiled  for  The  American  Commeice  Associa:iou  by  Mark  Wymond,  C.E 


»l 


TRAFFIC  GEOGRAPHY  249 

Southeastern  Freight  Association.  The  rates  between  points 
within  either  of  the  association  territories  are  considered  as 
being  under  the  jurisdiction  of  the  respective  associations. 

The  fact  that  there  is  neutral  territory  or  a  number  of 
towns  between  the  two  association  territories  which  prac- 
tically belong  to  both  associations  should  not  be  overlooked. 
This  is  because  the  boundary  lines  of  the  Southeastern  Missis- 
sippi Valley  Association,  between  Attalla  and  Calera,  con- 
tinues along  a  line  of  the  Alabama  Mineral  Division  of  the 
Louisville  &  Nashville  Railroad,  and  that  the  line  of  the 
Southeastern  Freight  Association,  between  Calera  and  Attalla, 
continues  along  the  Alabama  Great  Southern  Railroad  to 
Birmingham  and  the  Louisville  &  Nashville  Railroad  south  of 
Birmingham. 

Sec.    2.      SOUTHEASTERN    FREIGHT    ASSOCIATION 
TERRITORY. 

The  Southeastern  Freight  Association  (see  Map  No.  18, 
following  page  148)  is  composed  of  two  organizations,  an 
executive  board,  of  which  J.  M.  Gulp,  Vice-President  Southern 
Railway  Company,  Washington,  D.  C,  is  chairman,  and  a 
conference  committee.  Each  transportation  company,  a  mem- 
ber of  the  association,  is  entitled  to  one  representative  on  the 
executive  board  and  one  on  the  conference  committee,  the 
former  usually  being  an  executive  officer  of  the  company  repre- 
sented, and  the  latter  the  chief  traffic  official.  The  executive 
board  meets  annually,  or  oftener,  on  the  call  of  its  chairman; 
the  conference  committee  meets  every  sixty  days.  Offices, 
Atlanta,  Georgia,  E.  H.  Hinton,  chairman;  W.  L.  McGill, 
secretary;    W.  H.  Halsey,  assistant  secretary. 

The  following  is  a  list  of  the  carrier  members  of  the  asso- 
ciation : 

Apalachicola  Northern  R.  R.  Co.  Central  of  Georgia  Ry. 

Atlanta  &  St.  Andrews  Bay  Ry.  Charleston  &  West  Carolina  Ry. 

Atlanta  &  West  Point  R.  R.  Chesapeake  Steamship  Co. 

Atlanta,    Birmingham    &    Atlantic  Clyde  Steamship  Co. 

R.  R.  Col.,  Newberry  &  Laurens  R.  R. 

Atlantic  Coast  Line  R.  R.  Florida  East  Coast  Ry. 

Baltimore  Steam  Packet  Co.  Gainesville  Midland  Ry. 

Carolina,  Clinchfield  &  Ohio  Ry.  Georgia  R.  R. 


250        AAIERICAN  COMMERCE  ASSOCIATION 

Carrier  Members. —  Concluded. 

Georgia  &  Florida  Ry.  Ocean  Steamship  Co.  of  Savannah. 

Georgia,  Florida  &  Alabama  Ry.  Old  Dominion  Steamship  Co. 

Georgia  Northern  Ry.  Savannah  &  Northwestern  Ry. 

Georgia  Southern  &  Florida  Ry.  Seaboard  Air  Line  Ry. 

Georgia,  Southwestern  &  Gulf  R.  R.  Southern  Ry. 

Louisville  &  Nashville  R.  R.  Tennessee,  Alabama  &  Georgia 

Macon,  Dublin  &  Savannah  R.  R.  R.  R. 

Merchants  &  Miners  Transportation  Virginia  &  Southwestern  Ry. 

Co.  Western  &  Atlantic  R.  R. 

Norfolk  Southern  R.  R.  Western  Ry.  of  Alabama. 

Norfolk  &  Western  Ry.  Wrightsville  &  Tennille  R.  R. 

The  territory  of  the  Southeastern  Freight  Association  may 
be  described  as  follows : 

Includes  territory  within  the  following  described  boun- 
daries : 

(a)  South  of  the  Potomac  river  from  its  mouth  to  the 
Virginia-West  Virginia  State  line. 

(b)  On,  south  and  east  of  the  Virginia-West  Virginia 
State  line  from  point  of  crossing  of  Potomac  river  to  Bristol, 
Tenn. 

(c)  On,  south  and  east  of  an  imaginary  line  from  Bristol 
through  Middlesboro,  Ky.,  Jellico,  Tenn.,  Harriman,  Tenn.,  to 
Harriman  Junction,  Tenn. 

(d)  On,  south  and  east  of  a  line  from  Harriman  Junction, 
Tenn.,  via  the  Cincinnati,  New  Orleans  &  Texas  Pacific  Rail- 
way to  Chattanooga;  thence  via  the  Alabama  Great  Southern 
Railroad  from  Chattanooga  through  Attalla  to  Birmingham ; 
thence  via  the  Louisville  &  Nashville  Railroad  from  Birming- 
ham through  Calera  and  Montgomery  to  Pensacola,  Fla.  (See 
reference  to  line  between  Attalla  and  Calera,  page  251.) 

There  is  operated  in  connection  with  the  Southeastern 
Freight  Association  a  bureau  for  the  publication  of  common 
tariffs.  This  bureau  is  under  the  supervision  of  E.  H.  Hinton, 
acting  as  agent  for  a  number  of  southern  and  southeastern 
transportation  companies,  both  members  and  nonmembers  of 
the  Southeastern  Freight  Association. 

Agent  Hinton  publishes  tariffs  from  points  in  Southeastern 
Freight  Association  Territory  to  points  in  the  Southeastern 
Mississippi  Valley  Association  Territory  and  to  New  England 
and   Virginia    points;    also   to    Carolina   Territory    and    the 


TRAFFIC  GEOGRAPHY  251 

Mississippi  River  Crossings.  He  also  publishes  miscellaneous 
commodity  tariffs  to  the  Central  Freight  Association  and  the 
Western  Trunk  Line  Territories.  The  application  of  tariffs 
by  Agents  Hinton  and  Washburn  is  sometimes  confusing, 
as  some  of  Washburn's  tariffs  apply  from  the  Southeastern 
Freight  Association,  and  some  of  Hinton's  apply  from  the 
Southeastern  Mississippi  Valley  Association  Territory. 

Again  refer  to  Map  No.  18  and  get  a  general  idea  of 
the  location  of  this  territory  fixed  in  your  mind.  You  will  note 
that  it  covers  a  part  of  Virginia,  the  eastern  part  of  Tennessee, 
a  part  of  Alabama,  and  the  States  of  Georgia  and  Florida. 

Sec.  3.  JOINT  SOUTHEASTERN  MISSISSIPPI  VALLEY 
AND  SOUTHEASTERN  FREIGHT  ASSOCIA- 
TION TERRITORY. 

There  is  a  small  territory  caused  by  the  overlapping  of  the 
Southeastern  Mississippi  Valley  Association  Territory  and 
the  Southeastern  Freight  Association  Territory,  known  as  the 
Joint  Southeastern  Mississippi  Valley  Association  and  South- 
eastern Freight  Association  Territory. 

The  line  as  described  from  Middlesboro,  Ky.,  to  Pensacola, 
Fla.,  dividing  the  Southeastern  Mississippi  Valley  Association 
from  the  Southeastern  Freight  Association  is  practically  neu- 
tral territory.  Rates  between  points  on  this  line  and  points 
within  the  boundaries  of  the  Southeastern  Mississippi  Valley 
Association  are  considered  local  to  that  association ;  so,  also, 
rates  between  points  on  this  line  and  points  within  the  boun- 
daries of  the  Southeastern  Freight  Association  are  considered 
local  to  that  association. 

Rates  between  points  in  the  Southeastern  Mississippi  Val- 
ley Association  and  points  in  the  Southeastern  Freight  Asso- 
ciation are  in  all  cases  subject  to  inter-association  considera- 
tion. 

It  will  be  noted  that  the  boundary  line  of  the  Southeastern 
Mississippi  Valley  Association  between  Attalla  and  Calera 
follows  the  line  of  the  Alabama  Mineral  Division  of  the  Louis- 
ville &  Nashville  Railroad,  while  the  line  of  the  Southeastern 
Freight  Association   between   these  two  points   follows  the 


252         AMERICAN  COMMERCE  ASSOCIATION 

Alabama  Great  Southern  Railroad  to  Birmingham  and  Louis- 
ville &  Nashville  Railroad  south  of  that  point.  This  indicates 
that  the  intervening  territory  is  neutral  ground  and  practically 
in  both  associations. 

Sec.  4.    ASSOCIATED  RAILWAYS  OF  VIRGINIA  AND 
CAROLINAS. 

This  territory  covers  a  part  of  Virginia  and  a  part  of  North 
and  South  Carolina.  It  includes  all  of  that  territory  included 
within  a  boundan,-  line  passing  through  Portsmouth,  Va.,  con- 
tinuing on  through  Pinners  Point  to  Richmond,  Va.,  then  on 
along  the  line  of  the  Chesapeake  &  Ohio  Railway  to  Lynch- 
burg, \'a. ;  continuing  on  along  a  line  with  the  Norfolk  & 
Western  Railway  to  Roanoke,  Va. ;  then  on  via  an  imaginary 
line  to  Paint  Rock  and  Murphy,  N.  C,  to  Atlanta,  Ga. ;  con- 
tinuing on  along  the  Georgia  Railroad  to  Augusta;  then  via 
the  Charleston  Division  of  the  Southern  Railway  to  Charles- 
ton and  on  to  the  Atlantic  ocean. 

A  good  idea  of  this  territorv'  may  be  obtained  by  referring 
to  Map  No.  18.  Please  note  that  this  territory  includes  the 
Carolina  Territory  and  the  Carolina  Territory  south  of  the 
Walhalla  line. 

Sec.  5.     MISSISSIPPI  VALLEY  TERRITORY.* 

The  Mississippi  Valley  Territor}^  is  included  in  the  terri- 
tory covered  by  the  Southeastern  Mississippi  Valley  Associa- 
tion. It  is  that  section  which  is  bounded  by  an  imaginary  line 
beginning  at  Cairo,  extending  south  along  the  Mississippi 
river,  including  Helena,  Ark.,  and  Vidalia,  La.  The  northern 
boundar}-  extends  from  Cairo,  along  the  Ohio  river  to  Paducah, 
Ky.,  not  including  any  points  on  the  Ohio  river.  The 
eastern  boundary'  begins  at  Paducah,  not  including  Paducah, 
continuing  along  on  the  Memphis-Paducah  division  of  the 
Nashville,  Chattanooga  &  St.  Louis  Railroad  to  Paris,  Tenn.  ; 
then  continuing  along  the  line  of  the  Louisville  &  Nashville 
Railroad,  through  Mackenzie  to  Milan  along  the  line  of  the 
Illinois  Central  Railroad  to  Jackson,  Tenn.,  continuing  along 
the  Mobile  &  Ohio  Railroad  to  Meridian,  Miss.,  to  ^Mobile, 

*  See  Map  No.  2i,  foHowing  page  246. 


TRAFFIC  GEOGRAPHY 


253 


Ala.,  and  the  Gulf  of  Mexico.  This  territory  also  includes 
Aberdeen  and  Columbus. 

It  should  be  understood  that  this  is  not  a  territory  gov- 
erned by  a  committee  publishing  freight  tariffs,  but  is  a  rate- 
adjustment  territory.  Note  on  Map  No.  24,  following  page 
246,  that  it  comprises  stations  in  the  State  of  Mississippi  and  a 
part  of  Tennessee,  Kentucky  and  Alabama. 

The  stations  in  Alabama,  Arkansas,  Kentucky,  Louisiana, 
Mississippi  and  Tennessee,  comprising  Mississippi  Valley 
Territory,  are  as  follows : 

Alabama. —  Stations  as  follows : 


Alabama  Port. 

Eight  Mile. 

Mauvilla. 

Sans  Souci  Beach. 

Barker  Cotton 

Escatawpa. 

Mertz. 

Semmes. 

Mills. 

Faith. 

Mobile. 

Sidney. 

Bayou  La  Batre 

:.      Farnell. 

M.  &  B.  S.  Jet. 

South  Orchards. 

Bradley. 

Fowl  River. 

Moffet  Spur. 

Tacon. 

Burbank. 

P'reiburg. 

Neely. 

Taylor. 

Chunchula. 

Frohsinn. 

Neshota. 

Theodore. 

Citronelle. 

Fruitdale. 

Oak  Grove. 

Three  Mile  Creek, 

Coden. 

Government  St. 

Orchard. 

Venetia. 

Crary. 

Grand  Bay. 

Padgett. 

Vinegar  Bend. 

Crichton. 

Gulfcrest. 

Parker. 

Waleys. 

Crichton  Pine 

Irvington. 

Paynes. 

Warren  Switch. 

Products  Co.' 

s     Kauffman. 

Pierce. 

Water  Works 

Switch. 

Kennedy. 

Pigford. 

Siding. 

Deer  Park. 

Kushla. 

Prichards. 

Whistler. 

Delchamps. 

Lamberts. 

Rendell. 

Williams. 

Duff. 

Langdon. 

Rolston. 

Wilmer. 

Dwight. 

Lloyd. 

Russell. 

Wood  Spur. 

Eddy. 

Mann. 

St.  Elmo. 

Yellow  Pine. 

Arkansas. — 

Station  as  follows: 

Helena. 

Kentucky. — 

Stations  as  follows : 

Almo. 

Dexter. 

lola. 

Owens. 

Arlington. 

Dodds. 

Jordan. 

Pryors. 

Ballard  Jet. 

East  Cairo. 

Kemp's. 

South  Columbus. 

Bardwell. 

Elva. 

Kevil. 

State  Line. 

Barlow. 

Florence. 

Krebs. 

Stubbs. 

Benton. 

Fulton. 

La  Center. 

Thurman. 

Berkeley. 

Futrell. 

Laketon  Sand  Pit. 

Tobacco. 

Boaz. 

Glade. 

Lang. 

Tyler. 

Bondurant. 

Grafton. 

Ledford. 

Viola. 

Cayce. 

Hardin. 

Maxon. 

Water  Valley. 

Clayburn. 

Hazel  (State 

Mayfield. 

Wells. 

(Graves  Co.) 

Line). 

Moscow. 

Wickliffe. 

Clinton. 

Heath. 

Murray. 

Win  ford. 

Columbus. 

Hickman. 

Oaks. 

Wingo. 

Crutchfield. 

Hickory. 

Oakton. 

254        AMERICAN  COMMERCE  ASSOCIATION 


Louisiana. —  Stations  as  follows 


Abel. 

Abita  Springs. 

Addison. 

Albany. 

Alcazar. 

Almedia. 

Alsen. 

Alton. 

Amite. 

Amos. 

Angelina. 

Angie. 

Angola. 

Anson. 

Areola. 

Arlington. 

Baines. 

Baker. 

Bankston  Spur. 

Barmen. 

Baton  Rouge. 

Battle. 

Bayou  Paul. 

Bayou  Sara. 

Belle  Helene. 

Belle  Point. 

Belmont. 

Benton. 

Bingen. 

Bird. 

Bogalusa. 

Bolivar. 

Bolivar  Jet. 

Bonifouca. 

Bonn. 

Bradieys. 

Brakel. 

Brandon. 

Breckwaldt. 

Brittany. 

Brockdale. 

Brooks. 

Brothers. 

Brown. 

Bruder. 

Bullion. 

Burnside. 

Burtville. 

Busby  Lumber 

Spur. 
Bush. 
Campbells. 
Catalpa. 
Central. 
Chattsworth. 
Chef  Menteur. 


Claiborne. 

Claiborne  Street. 

Clifton. 

Clinton. 

Coburn  (Tangi- 
pahoa Parish). 

Colomb  Park. 

Convent. 

Corbin. 

Cornland. 

Cosun. 

Cottage  Farm. 

Crespo. 

Cumnock. 

Cutrer's. 

Day. 

Denham. 

Dolsen. 

Doyle. 

Dreyfous. 

Dunbar. 

Dutch  Bayou. 

Dyson. 

Eagle. 

East  Kentwood. 

Edenborn. 

Elvina. 

Essen. 

Ethel. 

Fallon. 

Florenville. 

Flukers. 

Folsom. 

Forest  Glen. 

Franklinton. 

Frellsen. 

Frenier. 

Fulda. 

Gamble  Spur. 

Gardere. 

Garyville. 

Geismar. 

Genesee. 

Gentilly. 

Georgeville. 

Getreau. 

Giblin. 

Goodbee. 

Good  Hope. 

Goodwin  &  Strick- 
land Spur. 

Courier. 

Gramercy. 

Grangerville. 

Graves. 


Greenlaw. 

Gullets. 

Gurley. 

Guzman. 

Hackley. 

Hamilton. 

Hammond. 

Harahan. 

Helvetia. 

Hermitage. 

Hester. 

Holden. 

Home. 

Honey  Island. 

Hoods. 

Howells. 

Huggins. 

Humphries. 

Hygeia. 

Independence. 

Irene. 

Irvings. 

Isabel. 

Jackson  Road. 

Jefferson. 

Jenkins. 

Johnsons. 

Jones. 

Karp. 

Kassel. 

Keller. 

Kel  Spur. 

Kemp. 

Kenner. 

Kenner  Jet. 

Kents  Mill. 

Kentwood. 

Kleinpeter. 

Konstanz. 

La  Branch. 

Lacombe. 

Lake  Catherine. 

La  Place. 

Laurel  Hill. 

Lee. 

Leescreek. 

Lewiston. 

Lily. 

Lindsay. 

Little  River. 

Little  Woods. 

Longwood. 

Lutcher. 

Luzon. 

McElroy. 

McGehee. 


McHugh. 

McManus. 

Malarcher. 

Manchac. 

Mandeville. 

Manheim. 

Manske. 

Marston. 

Maryland. 

Mason. 

Maud. 

Micheaud. 

Millards. 

Milneburg. 

Mitch. 

Montegut. 

Montpelier. 

Montz. 

Morgan. 

Morgans. 

Mt.  Herman. 

Mount  Houmas. 

Murdock. 

Natalbany. 

Neckar. 

Nettie. 

New  Orleans. 

Newsom's. 

Nichols. 

North  Baton 

Rouge. 
North  Shore. 
North  Slidell. 
Norwood. 
Nott. 
Oak  Hill. 
Oaklawn. 
Oakley. 
io6  Mile  Spur. 
Oneida. 
Onville. 
Ormond. 
Ory. 

Ozone  Park. 
Paloma. 
Patterson. 
Paulina. 
Pearl  River. 
Pecan  Grove. 
Pfalzheim. 
Pico. 
Pigott's. 
Pinecliff. 
Pine  Grove. 
Plettenburg. 
Ponchatoula. 


TRAFFIC  GEOGRAPHY 


255 


Louisiana. —  Stations  —  Concluded. 


Ponchartrain  Jet. 

Poolsbluff. 

Port  Chalmette. 

Port  Hudson. 

Powells. 

Price. 

Prospect. 

Ramsay. 

Rapidan. 

Rearwood. 

Red  Bluff. 

Remy. 

Rescue. 

Reserve. 

Rhodes. 

Richards. 

Richardson. 

Riddle. 

Rigolets. 

Rio. 

Roberts. 

Rose. 

Roseland. 

Rost. 

Ruddock. 


St.  Elmo. 

St.  Gabriel. 

St.  Joe. 

St.  Johns. 

St.  Mary. 

St.  Rose. 

Salmens. 

Sarpy. 

Sauve. 

Scotland. 

Seabrook. 

Sellers. 

Sharp. 

Sharpsburg. 

Shiloh. 

Shrewsbury. 

Siegen. 

Slaughter. 

Slidell. 

Smith. 

Soest. 

Sorrento. 

South  Point. 

Southport  Jet. 

Southwood. 


Sport. 

Spring  Creek. 

Stafford. 

Stein. 

Stern's  Factory. 

Stevensdale. 

Store  No.  21. 

Store  No.  48. 

Story. 

Strader. 

Strothers. 

Sun. 

Sunny  Hill. 

Talisheek. 

Tangipahoa. 

Terre  Haute. 

Tickfaw. 

Tie  Spur. 

Timberton. 

Timberton  Jet. 

Trest. 

Uncle  Sam. 

Union. 

Varnado. 

Velma. 


Viavant. 
Victoria. 
Villere  Front. 
Virgin. 
Wakefield. 
Waldeck. 
Walker. 
Walsh. 
Warnerton. 
Weber. 
Welcome. 
Welham  Plat- 
form. 
Whitman. 
Wilhelm. 
Wilson. 
Wilton. 
Witten. 
Woodhaven. 
Woodland. 
Wortham. 
Zachary. 
Zona. 


Mississippi. —  Except  stations  shown  on  pages  274  and  275. 


Tennessee. —  Stations  as  follows 


Alamo. 

Aliens. 

Alturia. 

Arlington. 

Atoka. 

Atwood. 

Augustus. 

Aulon, 

Bailey. 

Bartlett. 

Baskerville. 

Bellevue. 

Bells. 

Bemis. 

Berclair. 

Bethel. 

Big  Hatchie. 

Binghampton. 

Bolivar. 

Braden. 

Bradford. 

Brighton. 

Brittain. 

Brooksdale. 

Brownsville. 


Bruce's. 

Brunswick. 

Buntyn. 

Cades. 

Capleville. 

Carroll. 

Cedar  Grove. 

Chewalla. 

Clamore. 

Cobbs. 

Coleutt._ 

Collierville. 

Conger. 

Cordova. 

Covington. 

Crockett. 

Crockett  Mills. 

Curve. 

Cuthbert. 

Cypress. 

Darwin. 

Denmark. 

Dresden. 

Dudley. 

Dyer. 


Dyersburg. 

Eads. 

Ellendale. 

Ensley. 

Falcon. 

Felts. 

Finger. 

Finley. 

Flippin. 

Forest  Hill. 

Forty-Five. 

Fowlkes. 

Frettin. 

Friendship 

Fruitland. 

Fruitvale. 

Gadsden. 

Gallaway. 

Gardner. 

Gates. 

Germantown. 

Gibbs. 

Gibson. 

Gilmore. 

Gleason. 


Grand  Junction. 

Greenfield. 

Greer. 

Grover. 

Gwin. 

Guys. 

Halls. 

Harris. 

Hatchie. 

Henderson. 

Heneks. 

Henning. 

Henry. 

Hickory  Valley. 

Hickory  Withe. 

Hillside. 

Hilltop. 

Humboldt.   - 

Idlewild. 

Imperial. 

Ina. 

Jackson. 

Jones. 

K.  C.  Jet. 

Keeling. 


256 


AMERICAN  COMMERCE  ASSOCIATION 


Tennessee. —  Stations  —  Concluded. 


Kenton. 

Montgomery  Park.  Ralston. 

Templeton. 

Kerrville. 

Morris  Spur. 

Ramer. 

Terrell. 

Laconia. 

Moscow. 

Rialto. 

Tiger  Tail. 

La  Grange. 

Mullins. 

Richwood. 

Tigrett. 

Latta. 

National  Ceme- 

Ridgely. 

Tipton. 

Lawrence. 

tery. 

Ridge  way. 

Tiptonville. 

Leewood. 

Neely. 

Ripley. 

Toone. 

Lenow. 

Newbern. 

Rives. 

Trenton. 

Lenox. 

New  Tipton. 

Roberts. 

Trezevant. 

Lucy. 

Normal. 

Robinson. 

Trimble. 

McConnel. 

Oakfleld. 

Rogers  Springs. 

Troy. 

McKenzie. 

Oakland. 

Rossville. 

Union  City. 

McNairy. 

'  Oakville. 

Routon. 

Vildo. 

Malesus. 

Obion. 

Rutherford. 

Wade. 

Markham. 

Orgills. 

Saulsbury. 

Waldron. 

Martin. 

Paris. 

Selmer. 

Warren. 

Mason. 

Park  Davis. 

Shandy. 

Wells. 

Master. 

Parkers. 

Sharon. 

West. 

Maury  Jet. 

Pea  Point 

Shepards. 

White. 

Medina. 

Pearson. 

Shoffner. 

Whites. 

Medon. 

Perry. 

Sitka. 

Whitlock. 

Melrose. 

Phillippy. 

Somerville. 

Williston. 

Memphis. 

Pierce. 

South  Fork. 

Wilson. 

Mengelwood. 

Pinson. 

South  Fulton. 

Woodland  Mills, 

Mercer. 

Piperton. 

South  IMemphis. 

Woodstock. 

Middleburg. 

Pocahontas. 

Springdale. 

Wrights. 

Middleton. 

Polk. 

Stanton. 

Wynnburg. 

Milan. 

Pomona. 

State  Line. 

Yale. 

Millington. 

Proctor  City. 

Stevens  Jet. 

Youngs. 

Minonk. 

Puryear. 

Stinger. 

Miston. 

Race  Track. 

Switch  No.  S. 

Moffat. 

Raine. 

Teague. 

Sec.  6.     MISSISSIPPI  VALLEY  BASING  POINTS. 

These  points  are  divided  into  six  groups,  as  follows,  shown 
in  Washburn's  Territorial  Director}^  giving  basing  points  in 
Mississippi  Valley,  Southeastern  and  Carolina  Territories : 

(1)  Mississippi  River  Points. 

(2)  Yazoo  &  Mississippi  Valley  Basing  Points. 

(3)  Interior  Mississippi  Junction  Points. 

(4)  West  Tennessee  Junction  Points. 

(5)  Meridian  Group. 

(6)  Points  outside  the  above  groups  not  prefixed. 

These  points  for  the  respective  territories  are  as  follows, 

and  the  prefix  numbers  indicate  the  territorial  location  of  these 

points : 

Albin,  Miss.  (3)  Ackerman,  Miss.  Brookhaven,  Miss. 

(3)  Aberdeen,  Miss.  Aulon,  Tenn.  (2)   Bayou  Sara,  La. 

Areola,  Miss.  (2)  Baton  Rouge,  La.  Bells,  Tenn. 


TRAFFIC  GEOGRAPHY 


257 


(3)  Belzoni,  Miss. 

Black  Bayou,  Miss. 

Burdette,  Miss. 

Byran,  Miss. 
(3)   Columbus,  Miss. 

Columbia,  Miss. 
(3)  Corinth,  Miss. 
(i)  Columbus,  Ky. 

Covington,  La. 

(3)  Elizabeth,  Miss. 
Dyersburg,  Tenn. 
Durant,  Miss. 
East  Cairo,  Ky. 
Ellisville,  Miss. 
Elton,  Miss. 

(5)  Enterprise,  Miss. 

Evanston,  Miss. 

Fernwood,  Miss. 
(2)  Frellsen,  La. 

Garyville,  La. 

(4)  Gibbs,  Tenn. 
Glendora,  Miss. 

(4)   Grand  Junction, 
Tenn. 

(2)  Gramercy,  La. 
(i)  Greenville,  Miss. 

(3)  Greenwood,  Miss. 
Grenada,  Miss. 
Gulfport,  Miss. 
Hammond,  La. 

(2)  Harahan,  La. 

Hattiesburg,  Miss. 
(i)  Helena,  Ark. 

Hollandale,  Miss. 


(3)  Holly  Springs,  Miss.  (2) 

(3)  Houston,  Miss. 

(4)  Hr:riiboldt,  Tenn. 

(5)  Jackson,  Miss.  (4) 
(4)  Jackson,  Tenn. 

K.  C.  Junction,  Tenn. 
(2)  Kenner,  La.  (i) 

(2)  Kenner  Junction,  La. 
Kentwood,  La.  (2) 
Laurel,  Miss.  (4) 
Leland,  Miss. 
Lumberton,  Miss. 

(3)  Maben,  Miss.  (2) 
McCallum,  Miss. 
McComb,  Miss.           (2) 

(4)  McKenzie,  Tenn. 

(4)  Martin,  Tenn. 

(3)  Mathiston,  Miss.         (4) 
(i)   Memphis,  Tenn.  (3) 

(5)  Meridian,  Miss. 
Middleton,  Tenn.        (2) 

(4)  Milan,  Tenn. 

Minter  City,  Miss.      (3) 
(i)  Mobile,  Ala. 

Monticello,  Miss.        (4) 

Moorehead,  Miss.       (i) 
(2)   Mt.  Airy,  La. 

Napanee,  Miss. 

Natalbany,  La. 
(i)   Natchez,  Miss. 
(3)-  New  Albany,  Miss, 
(i)   New  Orleans,  La.       (3) 

Newton,  Miss. 

Norfield,  Miss.  (3) 


North  Baton  Rouge, 

La. 
Overbey,  Miss. 
Paris,  Tenn. 
Pascagoula,  Miss. 
Percy,  Miss. 
Port  Chalmette,  La. 
Quitman,  Miss. 
Reserve,  La. 
Rives,  Tenn. 
Roxie,  Miss. 
Ruslor,  Miss. 
Sauve,  La. 
Scotland,  La. 
Shrewsbury,  La. 
Silver  Creek,  Miss. 
Slidell,  La. 
Somerville,  Tenn. 
Starkville,  Miss. 
Stoneville,  Miss. 
Terre  Haute,  La. 
Theodore,  Ala. 
Tupelo,  Miss. 
Tylertown,  Miss. 
Union  City,  Tenn. 
Vicksburg,  Miss. 
Vinegar  Bend,  Ala. 
Wanilla,  Miss. 
Warnerton,  La. 
Warsaw,  Miss. 
Webb,  Miss. 
West  Point,  Miss. 
Wickliffe,  Ky. 
Winona,  Miss. 


Sec.  7.     CAROLINA  TERRITORY. 

The  Carolina  Territory  (see  Map  No.  24,  following  page 
246)  is  one  of  the  southern  rate  adjustment  territories,  and  is 
a  part  of  the  territory  covered  by  the  Associated  Railways  of 
Virginia  Territory. 

This  section  is  included  within  that  portion  of  Carolina 
Territory  lying  east  of  Paint  Rock,  namely,  including  Wilming- 
ton, N.  C,  and  points  on  and  north  and  east  of  a  line  drawn 
from  Wilmington,  N.  C,  via  Atlantic  Coast  Line  R.  R.  (old 
name  W.  C.  &  A.  Ry.)  to  Columbus,  S.  C. ;  thence  via  the 
Southern  Railway  through  Alston,  Newberry,  Greenwood, 
Abbeville,  Belton,  Anderson  and  Seneca  to  Walhalla,  S.  C. ; 
thence  via  imaginary  direct  line  from  Walhalla  through  Mur- 
phy, N.  C,  to  Cleveland,  Tenn. ;  thence  via  a  line  drawn  just 
south  of  the  Southern  Railway  from  Cleveland  to  Chattanooga, 


258 


AMERICAN  COMMERCE  ASSOCIATION 


Tenn,  (not  including  Chattanooga),  and  points  on  and  south 
of  the  Southern  Railway  from  Chattanooga  through  Cleveland, 
Athens,  and  Knoxville,  to  Bristol,  Tenn.  (including  Bristol), 
also  Knoxville  Division  of  the  Southern  Railway  between 
Jellico  and  Knoxville  (not  including  Jellico),  also  points  south 
of  the  main  line  of  the  Norfolk  &  Western  Railway  from 
Bristol,  Tenn.,  to  Norfolk,  Va.  (not  including  points  on  lateral 
lines  leading  south  from  the  main  line  of  the  Norfolk  &  West- 
ern Railway  between  Bristol,  Tenn.,  and  Roanoke,  Va.)  ; 
thence  on  and  west  of  the  Atlantic  Seaboard  to  Wilmington, 
N.  C. 

It  is  noted  that  this  territory  comprises  stations  in  Georgia, 
North  Carolina,  South  Carolina,  Tennessee  and  Virginia. 
An  outline  of  this  territory  and  a  statement  of  its  relation  to 
other  territories  is  found  in  Morris'  Territorial  Directory 
No.  3  Series. 

Points  included  in  the  Carolina  Territory  are  as  follows: 

Georgia. —  Stations  as  follows : 


Blue  Ridge. 

Kyle. 

Murphy  Jet. 

Rabun  Gap. 

Dillards. 

Mineral  Bluff. 

Mountain  City. 

Sweet  Gum. 

Galloway. 

North  Carolina. — All  stations  except  those  shown  on  page  270. 
South  Carolina. —  Stations  as  follows : 


Abbeville. 

Autun. 

Blaney. 

Campobello. 

Acton. 

Ayers. 

Blenheim. 

Campton. 

Ada. 

Barksdale. 

Blue  Brick  Siding. 

Cana. 

Adams. 

Bascomville. 

Blythewood. 

Cane  Savannah. 

Adamsboro. 

Bates. 

Bonham. 

Cantys. 

Adams  Crossing. 

Bell. 

Bookman. 

Carhartt. 

Adger. 

Bells  Crossing. 

Borden. 

Carlisle. 

Airlee. 

Belton. 

Bowlin. 

Carolina  Trust 

Alcot. 

Bennett. 

Boykins. 

Co.  Spur. 

Aliens. 

Bennett  Siding. 

Brand. 

Carter  Evans  Log 

Alston. 

Bennettsville. 

Brent. 

Spur. 

Altamont. 

Berrys. 

Bristow. 

Carters  Cross 

Alton. 

Bethune. 

Brownsville. 

Roads. 

A  man. 

Betts  Mill. 

Bryant. 

Cartersville. 

Ammons. 

Beverly. 

Buck's  Swamp. 

Cash. 

Anderson. 

Bingham. 

Buffalo. 

Cassatt. 

Angelus. 

Birch. 

Buffalo  Lick 

Catawba. 

Argyle. 

Bishopville. 

Springs. 

Catawba  Jet. 

Ariel. 

Blackburn. 

Calhoun. 

Cato. 

Ashland. 

Blacksburg. 

Camden. 

Causey. 

Atkins. 

Blackstock. 

Camden  Crossing. 

Cedar  Springs. 

Auburn. 

Blair. 

Camden  Jet. 

Central. 

TRAFFIC  GEOGRAPHY 


259 


South  Carolina. —  Stations  — 

•  Continued. 

Giandlers  Siding. 

Donalds. 

Gantt. 

Jonesville. 

Chappell. 

Doncheno. 

Garlington. 

Jordania. 

Cheddar. 

Donoho. 

Gary. 

Junction. 

Cheraw. 

Dovesville. 

Genoa. 

Kaolin  Works, 

Cherokee  Falls. 

Drake. 

Gibson. 

Kelly. 

Cherry's. 

Dubose. 

Gibson  Siding. 

Kemper. 

Chesnee. 

Due  West. 

Gillespie. 

Keowee. 

Chester. 

Dunbar. 

Godsey. 

Kershaw. 

Chesterfield. 

Duncan. 

Golden  Grove. 

Kilgore. 

China. 

Durant. 

Goldville. 

Killian. 

Christman. 

Durant's  Spur. 

Gopher. 

Kimberly. 

Claremont. 

Dyson. 

Grace. 

Kinard. 

Clayton. 

Easley. 

Gramlin. 

Kings  Creek. 

Cleveland. 

Eastover. 

Gray  Court. 

Kirkwood. 

Clifton. 

East  Spartan- 

Great Falls. 

Knox. 

Clinton. 

burg. 

Greenville. 

Kollocks. 

Clio. 

Ebenezer. 

Greenwood. 

Lamar. 

Clover. 

Edgmoor. 

Greer. 

Lancaster. 

Clyburn. 

Edwards. 

Gregory. 

Lando. 

Clyde. 

Elberry. 

Guess. 

Landrum. 

Cold  Point. 

Elgin. 

Guthries. 

Landsford. 

College  Spur. 

Ellerbee. 

Hagood. 

Laney. 

Cokers. 

Elliott. 

Hamer. 

Lanford. 

Collins  Siding. 

Enola. 

Hammond. 

Lathem. 

Columbia. 

Enoree. 

Hancock. 

Latta. 

Columbia  Lumber 

Evans. 

Hares  Siding. 

Laughlin. 

Co.  Siding. 

Evans  Mill. 

Harmony. 

Laurens. 

Congaree. 

Evansville. 

Hartsville. 

Law's. 

Conquest. 

Everetts. 

Haynesworth. 

Layton  Brick 

Converse. 

Excelsior. 

Heath  Springs. 

Siding. 

Cornwell. 

Fallis. 

Helen. 

Leeds. 

Coronaco. 

Fair  Forest. 

Helena. 

Leland. 

Cothran. 

Fairwold. 

Hellams. 

Lenoker. 

Courtenay. 

Fiber  Siding. 

Herbert. 

Leslie. 

Cowpens. 

Filbert. 

Hicklin. 

Lester. 

Crawford. 

FitzHugh. 

Hickory  Grove. 

Lewis. 

Crawford's  Siding.Fletcher. 

Hickson. 

Liberty. 

Croburk. 

Fletcher's  Gin. 

Hodges. 

Lides. 

Cross  Hill 

Fletcher's  Oil 

Hollis. 

Little  Rock. 

(Harris  Springs)     Mill. 

Holmesville. 

Littleton. 

Crosswell. 

Florence. 

Honea  Path. 

Lockhart. 

Dalzell. 

Floydale. 

Hoovers  Siding. 

Lockhart  Jet. 

Danson. 

Floyds. 

Hope. 

Long  Cane. 

Darlington. 

Fork. 

Hubbard. 

Loring. 

Darraugh. 

Fort  Lawn. 

Hyatts. 

Lota. 

Dawkin. 

Fort  Mill. 

Iceman  Mill. 

Lowrys. 

De  Kalb. 

41  Mile  Siding. 

Indian  Siding. 

Lucknow. 

De  Loach. 

Fountain  Inn. 

Inman. 

Lugoff. 

Delphia. 

Fress. 

Irby. 

Lumber. 

Delta. 

Frost. 

Islay. 

Lydia. 

Denver. 

Fudges. 

Jackson  Spur. 

Lykes. 

Dillon. 

Fuller. 

Jalopa. 

Lylesford. 

Dinber. 

Fulton. 

James. 

Lynchburg. 

Dixie. 

Gaffney. 

James  Crossing. 

Lynch  River 

D.  McL.  Bethea's 

Galavon. 

Jefferson. 

Lumber  Co, 

Spur. 

Gandy. 

Jenkins  Spur. 

McBee. 

260 


AMERICAN  COMMERCE  ASSOCIATION 


South  Carolina. —  Stations  —  Concluded. 


McColl. 

McColl's  Siding. 

McConnells. 

McCoys. 

McDaniels. 

McDonald. 

McGill. 

Mclnnes. 

McKennon. 

McKeown. 

McLaurens. 

McLaurin's  Mill. 

McNeills. 

Maddens. 

Madeline. 

Maikeljohn  Lum- 
ber Co. 

Mallory. 

Malta.  _ 

Mannville. 

Maple  Mills. 

Maple  Swamp. 

Marietta. 

Marion. 

Marion  County 
Lumber  Co. 

Marlboro. 

Mars  Bluff. 

Mascot. 

M.  &  S.  Jet. 

Mauldin. 

May. 

Mayesville. 

May's  Brick 
Yard. 

Mayo. 

Meadows. 

Sleeks. 

Melier. 

Meredith. 

Middendorf. 

Miller. 

Minturn. 

Mitchells. 

Monaghan. 

Monarch. 

Montague. 

Mont  Clare. 

Montgomery. 

Montrose. 

Moore. 

Moore's  Ballast 
Pit. 

Mt.  Crogan. 

Mountville. 

Mount  Zion. 

Mullins. 


Munster. 

Neals  Shoals. 

Newberry. 

New  Market. 

Newport. 

Nichols. 

Ninety-Six. 

NitroUe. 

Norris. 

Norton. 

Oak  Grove. 

Oak\'ale. 

Ogden. 

Old  Point. 

Old  Town. 

Omohundro. 

One  Mile  Siding. 

Ora. 

Orrs. 

Oswego. 

Owings. 

Pacolet. 

Pageland. 

Pages  Mill. 

Palmetto. 

Paris. 

Parker. 

Parr. 

Parr  Shoals. 

Patrick. 

Paulson. 

I'eak. 

Pee  Dee. 

Pelzer. 

Pendleton. 

Fhinneys. 

Pickens. 

Piedmont. 

Pierces. 

Pleasant  Hill. 

Pomaria. 

Pontiac. 

Pride. 

Prosperity. 

Red  Bluff. 

Red  Point. 

Rembert. 

Renno. 

Republic  Cotton 

Mills. 
Richburg. 
Ridgeway. 
River  Falls. 
Rivers. 
Riverside. 
Riverview. 
Robins  Neck. 


Rock  Hill. 

Rockton. 

Rocky  Bluff. 

Roddy. 

Rodman. 

Roebuck. 

Rogers. 

Rowell. 

Royster. 

Ruby. 

Rji:tenburg. 

St.  Charles. 

St.  Charles  Lum- 
ber Co. 

Saluca. 

Sandy  River. 

Sandy  Springs. 

Santuc. 

Scotts. 

S.  A.  L.  Crossing. 

Seals. 

Segars. 

Sellers. 

Seneca. 

Shamokin. 

Sharon. 

Sharp. 

Shaw's  Quarry. 

Shelton. 

Shepard. 

Sheriff. 

Shoals  Jet. 

Sigsbee. 

Silver  Street. 

Simpson. 

Simpsonville. 

Sims. 

Smallwood. 

Smith. 

Smithboro. 

Smyrna. 

Society  Hill. 

South  Clinton. 

Southern  Ry.  Jet. 

Southern  Cross- 
ing. 

Spalding. 

Spartanburg. 

Spartanburg  Jet. 

Spearman. 

Spence. 

Springdel. 

Squires. 

State  Farm. 

State  Park. 

Stockton. 

Stone. 


Stoneboro. 

Stornoway. 

Strickland. 

Strother. 

Sumter. 

Swandale. 

Switzer. 

Syracuse. 

Tabor. 

Tatum, 

Taylor. 

Thicketty. 

Thompsons. 

Timmonsville. 

Tirzah. 

Todd's  Still. 

Toxaway. 

Travelers'  Rest. 

Trexler. 

Union. 

Van  Wyck. 

Walhalla. 

Walker's  Spur. 

Wallaceville. 

Ware  Shoals. 

Wateree  Bridge. 

Waterloo. 

Watson's  Brick 

Yard. 
Watson's  Siding. 
Weddell. 
Wedgefield. 
Welch. 
Well  ford. 
West  Anderson. 
West  Marion. 
Weston. 
West  Union. 
Westville. 
Wheelers. 
White  Oak. 
Whites. 
Whitestone. 
Whitmire. 
Wilburn. 
Williamstown. 
Winburn. 
Winnsboro. 
Winona. 
Woodruff. 
Woods. 
Woodward. 
Wysacky. 
Yorkville. 
Zemps. 
Zion. 


TRAFFIC  GEOGRAPHY 


261 


Tennessee. —  Stations  as  follows : 


Afton. 

Allegheny. 

Alnwick. 

Alpha. 

Amarco. 

Amerine. 

Apalachia. 

Arline. 

Armona. 

Athens. 

Austral. 

Avoca. 

Azan. 

Bacon's  Ferry. 

Bearden. 

Benton. 

B  infield. 

Blevins. 

Bluff  City. 

Bluff  ton. 

Black  Oak. 

Block. 

Boyd. 

Boyd's  Creek. 

Braemer. 

Briceville. 

Bridgeport. 

Bristol. 

Bristol  Road. 

Browns. 

Buckeye. 

Buladeen. 

Bulls  Gap. 

Burnett. 

Butler. 

Calhoun. 

Cambia. 

Carnegie. 

Carter. 

Caryville. 

Caswell. 

Chandler. 

Charleston. 

Chestnut  Ridge. 

Chestoa. 

Childers. 

Chilhowee. 

Chotah. 

Chuckey. 

Clear  Springs. 

Cleveland. 

Clinton. 

Coal  Creek. 

Coffman. 

Coile. 

Concord. 


Copperhill. 

Copper  Ridge. 

Crabtree. 

Craigmar. 

Crandall. 

Crows. 

Dante. 

Dedies. 

Delano. 

Del  Rio. 

Denton. 

Disney. 

Doe. 

Dove. 

Docktown. 

Duncan. 

Earhart. 

Ebenezer. 

Edwina. 

Elizabethton. 

Elkanah. 

Elk  Valley. 

Embreeville. 

Englewood. 

Erwin. 

Etowah. 

Ewing. 

Fagin. 

Farmer. 

Fishery. 

Fish  Springs. 

Ford. 

Friendsville. 

Frog  Level. 

Garber. 

Gillman. 

Gouge. 

Grady. 

Greenback. 

Greeneville. 

Gudger. 

Hall. 

Hamilton. 

Hampton. 

Hartford. 

Hass'  Mill. 

Heiskell. 

Hodges. 

Holland. 

Hubbard. 

Hunter. 

Ismond. 

Jacksboro. 

Jefferson  City. 

Jena. 

Johnson  City. 


Jonesboro. 

Katherine. 

Keenburg. 

Keplinger. 

Kincaid. 

Kincaid  Spur. 

Kingsley. 

Kiser. 

Knapp. 

Knoxville. 

Laban. 

La  Follette. 

Lanceville. 

Leadville. 

Lenoir  City. 

Lilac. 

Limestone. 

Limestone  Cove. 

Little  River. 

Lost  Cove. 

Loudon. 

Louisville. 

Loves. 

McCains. 

McGhee. 

McFarland. 

McKelder. 

McMahan. 

McMillan. 

McMullens. 

Madisonville. 

Maple  Siding. 

Marbleton. 

Marion  Anna. 

Marmor. 

Martel. 

Maryville. 

Mascot. 

Mashburg. 

Maymead. 

Meadow. 

Melrose. 

Mentor. 

Midway. 

Miller. 

Milligan  College. 

Mint. 

Mohawk. 

Montvale. 

Morristown. 

Mosheim. 

Mountain  City. 

Mt.  Olive. 

Mt.  Vernon. 

Naillon. 

Neubert. 


Neva. 

Newcomb. 

New  Market. 

Newport. 

Newport  Jet. 

Niota. 

Nonaburg. 

Oak  City. 

Offutts. 

Okolona. 

Oster. 

Oswego. 

Paint  Rock. 

Pardee  Point. 

Patty. 

Peak. 

Philadelphia. 

Piney  Flats. 

Pioneer. 

Pitners. 

Plank. 

Pleasant  Grove. 

Powell. 

Probst. 

Rader. 

Rankin. 

Reagan. 

Red  Ash. 

Reeves. 

Reliance. 

Ren  f  roe. 

Revile. 

Riceville. 

Riverside. 

Roan  Mountain. 

Rockford. 

Roe. 

Rorex. 

Roseberry  Zinc 

Works. 
Russellville. 
Sadie. 
Sanford. 
Sawton. 
Scottville. 
Sevierville. 
Seymour. 
Shady. 
Shell  Creek. 
Shooks. 
Shouns. 
Siam. 
Singleton. 
South  Knoxville. 
Sowles. 
Sparkville. 


262        AMERICAN  COMMERCE  ASSOCIATION 


Tennessee. — Stations  —  Concluded. 


Stanfiel. 

Straw  Plains. 

Sunline. 

Sunshine. 

Sutherland. 

Sweetwater. 

Sycamore  Shoals. 

Talbott. 

Talassee. 

Tasso. 

Taylors. 

Telford. 


Tellico  Plains. 

Titus. 

Tom. 

Townsend. 

Turley. 

Turtletown. 

Unaka  Springs. 

Unicoi. 

Valley  Forge. 

Vance. 

Vasper. 

Vestal. 


Vonore. 

Walland. 

Washington 

College. 
Watauga. 
Wautauga  Point. 
Welwyn. 
West  Knoxville. 
West  Myers. 
Wetmore. 
White  Pine. 
White  Rock. 


Virginia. —  Stations  as  follows 


Adams  Grove. 

Aiken  Summit. 

Alberta. 

Alexanders. 

Alms  House. 

Altavista. 

Alton. 

Angle. 

Antlers. 

Apple. 

Arey. 

Arral. 

Arringdale. 

Ashley. 

Axton. 

Bannister. 

Barksdale. 

Baskerville. 

Bassett. 

Berry  Hill. 

Blaine. 

Bocock. 

Boones  Mill. 

Boxwood. 

Boydton. 

Boykins. 

Bracey. 

Branchville. 

Brictile. 

Brinkley. 

Bristol. 

Brodnax. 

Brookneal. 

Brooks. 

Buffalo  Jet. 

Buffalo  Lithia 

Springs. 
Bufords. 
Burgess. 
Burnt  Chimneys. 
Burts  Siding. 


Butterworth. 

Butts. 

Caleb. 

Capron. 

Carlisle. 

Carrsville. 

Carson. 

Cascade. 

Casey. 

Cashie  Siding. 

Charlie  Hope. 

Chase  City. 

Chatham. 

Chatmos. 

Christie. 

Clarion. 

Clarksville. 

Clarkton. 

Clover. 

Cluster  Springs. 

Cochran. 

Collier. 

Corapeake  Jet. 

Courtland. 

Critz. 

Cross  Roads. 

Crystal  Hill. 

Crystal  Springs. 

Cypress. 

Dahlia. 

Damascus. 

Dan  River. 

Danville. 

Dauntless. 

Davis. 

Delaware. 

Dennis. 

Denniston. 

De  Witt. 

Dinwiddie, 

Dip. 


Drakes  Branch. 

Drewryville. 

Drol. 

Dry  Fork. 

Durmid. 

Edgerton. 

Edgewood. 

Eley. 

Elwood. 

Emporia. 

Esnon. 

Evington. 

Fall  Creek. 

Fentress. 

Ferrum. 

57  Mile  Siding. 

Finchley. 

Finneywood. 

Fishburn. 

41  Mile  Siding. 

49  Mile  Siding. 

55  Mile  Siding. 

Fontaine. 

Forbes. 

Foremans. 

Fort  Mitchell. 

Foxes. 

Franklin. 

Freeman. 

Galveston. 

Garst. 

Gays  Siding. 

Gisnal. 

Glade  Hill. 

Gladys. 

Goebel. 

Grandy. 

Gray. 

Green  Bay. 

Green  Plain. 

Greer. 


Whitesburg. 

Wilbur. 

Wilson's  Station. 

Wilton  Springs. 

Wiltshire. 

Winburn. 

Winner. 

Witt. 

Wolf  Creek. 

Woolridge. 

Wyncote. 


Gretna. 

Grizzard. 

Hagood. 

Handsome. 

Henry. 

Herbert. 

Hickory  Ground. 

Hilda. 

Hitchcock  Mill. 

Holland. 

Homeville. 

Houston. 

Hugo. 

Hurt. 

Huske. 

Isaac. 

Jarratt. 

Jeffress. 

J.  L.  Jennings. 

Kempsville. 

Keysville. 

Kibler. 

oehler. 
Kress. 
La  Crosse. 
Lanahan. 
Lawrenceville. 
Lawyers. 
Leaksville  Jet. 
Lees  Mill. 
Lennig. 
Logdale. 
Lone  Jack. 
Lumberton. 
Lummis. 
Lusks. 
McBride. 
McGuffin. 
McKenney. 
Martinsville. 
Mason. 


TRAFFIC  GEOGRAPHY 


263 


Virginia. —  Stations  —  Concluded, 


Mayo. 

Mays  &  Crowder 

Spur. 
Meadowfield. 
Meherrin. 
Merideth. 
Milk  Landing. 
Modat. 
Montview. 
Mossingford. 
Motley. 
Naruna. 
Nathalie. 
Nelson. 
Newbill. 
Newell. 
News  Ferry. 
Newsome  Lumber 

Co. 
Newsoms. 
Nichols. 
Nilpond. 
Noding. 
Northwest. 
Nurney. 
Oak  Hill. 
Ockward. 
Old  South  Quay. 
Ontario. 
Ory. 


Otter  River. 

Pace. 

Pacoman  Siding. 

Patrick  Springs. 

Paynes. 

Pedigo. 

Pen  Hook. 

Pettys. 

Philpott. 

Pierce  &  Aker. 

Pittsville. 

Pleasant  Shade. 

Pope. 

Powell. 

Preston. 

Prilliman. 

Providence  Jet. 

Purvis. 

Racume. 

Randolph. 

Rawlings. 

Reams. 

Redwood. 

Reigate. 

Ridgeway. 

Ringgold. 

Riverview. 

Roanoke  Brick  Co. 

Rocky  Mount. 

Rorer  Mines. 


Rustburg. 

Rux. 

Ryan. 

St.  Brides. 

Sandy  Level. 

Saunders. 

Saxe. 

Scottsburg. 

72  Mile  Siding. 

Siddon. 

Skelton. 

Skipwith. 

Soudan. 

South  Boston. 

South  Clarksville. 

South  Emporia. 

South  Hill. 

South  Quay. 

Spencer. 

Starkey. 

Stella. 

Stokesland. 

Stony  Creek. 

Story. 

Stuart. 

Sutherlin. 

Sycamore. 

Tanwood. 

Taylor. 

Taylorsyde. 


Tolley. 

Toshes. 

Trego. 

Turner. 

22  Mile  Siding. 

28  Mile  Spur. 

39  Mile  Siding. 

Union  Hall. 

Union  Level. 

Urquhart's  Spur. 

Vabrook. 

Vey. 

Vindrew. 

Virgilina. 

Waller. 

Wallers. 

Walumco. 

Ward  Springs. 

Warfield. 

Wassett. 

Whaley. 

Whittle. 

Wilson  Lumber 

Co. 
Winfall. 
Wirtz. 
Wolf  Trap. 
Wrights. 
Yale. 


Sec.  8.     GREEN  LINE  TERRITORY. 

The  Green  Line  Territory  overlaps  practically  all  of  the 
rate  adjustment  and  association  territories  in  the  Southern 
Classification  Territory.  It  represents  a  group  of  points  to 
which  tariffs  apply  from  the  other  territories  of  the  United 
States,  and  by  reference  to  Map  24,  following  page  246,  you 
will  be  able  to  fix,  in  a  general  way,  in  your  mind  the  points 
covered  in  this  territory.  It  should  be  noted  that  this  territory 
covers  points  in  Alabama,  Florida,  Georgia,  Mississippi,  North 
Carolina,  South  Carolina,  Tennessee,  Virginia,  as  follows : 

Alabama. — All  stations  except  stations  named  on  page  253. 

Florida. — All  stations  except  Pensacola. 

Georgia. — All  stations. 


264        AMERICAN  COMMERCE  ASSOCIATION 


Mississippi. —  Stations  as  follows 

Aberdeen  Jet. 

Acker. 

Amory. 

Arklet. 

Becker. 

Belmont. 

Bigbee. 

Black  Creek. 

Brewer. 

Burnsville. 

Burnt  Cut. 

Cauhorn. 


Chancellor. 

Dennis. 

Gatman. 

Glens. 

Golden. 

Gravel  Siding. 

Greenwood 

Springs. 
Holcut. 

Houston's  ]\Iill. 
Indian  Mound. 


luka. 

Junction  City. 

Kewaunee. 

Leedy. 

Log  Spur. 

McCrary. 

Neil. 

Nettleton. 

New  Hope. 

Paden. 

Plantersville. 


Quincy. 

Russell. 

Smith's  Spur. 

Steens. 

Strickland. 

Theadville. 

Tishomingo. 

Toomsuba. 

Walker. 

Wilcox. 

Wise's  Gap. 


North  Carolina. — All  stations. 
South  Carolina. — All  stations. 

Tennessee. —  Stations  as  follows :  Dresden,  Gleason,  Ralston 
and  all  other  stations  except  stations  named  on  pages 
255  and  2^6. 


Virginia. —  Stations  as  follows 


Adams  Grove. 

Aiken  Summit. 

Alberta. 

Alexanders. 

Alms  House, 

Altavista. 

Alton. 

Angle. 

Antlers. 

Apple. 

Arey. 

Arral. 

Arringdale. 

Ashley. 

Axton. 

Bannister. 

Barksdale. 

Baskerville. 

Bassett. 

Berry  Hill. 

Blaine. 

Bocock. 

Boone's  Mill. 

Boxwood. 

Boydton. 

Boykins. 

Bracey. 

Branchville. 

Brictile. 

Brinkley. 

Bristol. 

Brodnax. 

Brookneal. 


Brooks. 
Bufifalo  Jet. 
Buffalo  Lithia 

Springs. 
Bufords. 
Burgess. 
Burnt  Chimneys. 
Burt's  Siding. 
Butterworth. 
Butts  Road. 
Caleb. 
Capron. 
Carlisle. 
Carrsville. 
Carson. 
Cascade. 
'  Casey. 
Cashie  Siding. 
Charlie  Hope. 
Chase  City. 
Chatham. 
Chatmos. 
Christie, 
Clarion. 
Clarksville. 
Clarkton. 
Clover. 

Cluster  Springs. 
Cochran. 
Corapeake  Jet. 
Courtland. 
Critz. 
Cross  Roads. 


Crystal  Hill, 

Cj^press. 

Dahlia. 

Damascus. 

Dan  River. 

Danville. 

Dauntless. 

Davis. 

Delaware. 

Dennis. 

Denniston. 

De  Witt._ 

Dinwiddle. 

Dip. 

Drakes  Branch. 

Drewryville. 

Drol. 

Dry  Fork. 

Durmid. 

Edgerton. 

Edgewood. 

Eley. 

Elwood. 

Emporia. 

Esnon. 

Evington. 

Fall  Creek. 

Fentress. 

Ferrum. 

57  Mile  Siding. 

Finchley. 

Finneywood. 

Fishburn. 


Fontaine. 

Forbes. 

Fort  Mitchell. 

41  Mile  Siding. 

49  Mile  Siding. 

55  Mile  Siding. 

Foxes. 

Frankliru 

Freeman. 

Galveston. 

Garst. 

Gisnal. 

Glade  Hill. 

Gladys. 

Goebel. 

Grandy. 

Gray. 

Green  Bay. 

Green  Plain. 

Greer. 

Gretna. 

Grizzard. 

Hagood. 

Handsom. 

Henry. 

Hickory  Ground. 

Hilda. 

Hitchcock  Mill. 

Holland. 

Homeville. 

Houston. 

Hugo. 

Hurt. 


TRAFFIC  GEOGRAPHY 


265 


Virginia. —  Stations  —  Concluded. 


Huske. 

Isaac. 

Jarratt. 

Jeffress. 

J.  L.  Jennings. 

Keysville. 

Koehler. 

Kress. 

La  Crosse. 

Lanahan. 

Lawrenceville. 

Lawyers. 

Leaksville  Jet. 

Lees  Mill. 

Lennig. 

Logdale. 

Lone  Jack. 

Lumberton. 

Lummis. 

Lusks. 

McBride. 

McGuffin. 

]\IcKenney. 

Martinsville. 

Mason. 

ISIayo. 

Mays  &  Crowders 

Spur. 
Meherrin. 
Merideth. 
Modat. 
Montview. 
Mossingford. 
Motley. 
Naruna. 


Nathalie. 
Nelson. 
Newbill. 
Newell. 
News  Ferry. 
Newsom  Lumber 

Co. 
Newsoms. 
Nichols. 
Nilpond. 
Noding. 
Northwest. 
Nurney. 
Oak  Hill. 
Ockward. 
Ontario. 
Ory. 

Otter  River. 
Pace. 

Pacoman  Siding. 
Patrick  Springs. 
Paynes. 
Pedigo. 
Pen  Hook. 
Pettys. 
Philpott. 
Pierce  &  Aker. 
Pittsville. 
Pleasant  Shade. 
Pope. 
Powell. 
Preston. 
Prilliman. 
Providence  Jet. 
Purvis. 


Racume. 

Randolph. 

Rawlings. 

Reams. 

Redwood. 

Reigate. 

Ridgeway. 

Ringgold. 

Rocky  Mount. 

Rorer  Mines. 

Rustberg. 

Rux. 

Ryan. 

St.  Brides. 

Sandy  Level. 

Saunders. 

Saxe. 

Scottsburg. 

72  Mile  Siding. 

Siddon. 

Skelton. 

Skip  with. 

Soudan. 

South  Boston. 

South  Clarksville. 

South  Emporia. 

South  Hill. 

Spencer. 

Starkey. 

Stella. 

Stokesland. 

Stony  Creek. 

Story. 

Stuart. 


Sutherlin. 

Sycamore. 

Tanwood. 

Taylors. 

Taylorsyde. 

39  Mile  Siding. 

Tolley. 

Toshes. 

Trego. 

Turner. 

22  Mile  Siding. 

28  Mile  Spur. 

Union  Hall. 

Union  Level. 

Urquhart's  Spur. 

Vabrook. 

Vey. 

Vindrew. 

Virgilina. 

Waller. 

Wallers. 

Walumco. 

Ward  Springs. 

Warfield. 

Wassett. 

Wirtz. 

Whaley. 

Whittle. 

Wilson  Lumber 

Co. 
Winfall. 
Wolf  Trap. 
Wrights. 
Yale. 


Sec.   9.     CAROLINA  TERRITORY    SOUTH    OF   WAL- 
HALLA  LINE. 

That  portion  of  Atlanta  sub-territory*  lying  east  of  Atlanta 
and  Augusta  and  north  of  the  line  of  the  Georgia  Railroad 
and  Charleston  division  of  the  Southern  Railway,  Augusta  to 
Charleston,  not  including  Augusta  or  Charleston,  but  includ- 
ing that  portion  of  Atlantic  Coast  Line  Railroad,  Denmark  to 
and  including  Robbins,  is  sometimes,  for  convenience  in  rate 
adjustment,  designated  as  Carolina  Territory  south  of  the 
Walhalla  Line.  This  is  done,  not  because  the  Carolina  differ- 
ential adjustment  exists  from  the  Ohio  river  as  it  does  to 
points  in  Carolina  Territory  proper,  but  because  proportional 


•  See  Sec.  11. 


266 


AMERICAN  COMMERCE  ASSOCIATION 


rates  to  Virginia  Cities  and  Paint  Rock  are  used  in  construct- 
ing rates  to  local  points  within  the  boundary  of  this  territory. 
This  is  a  part  of  the  territory  covered  by  the  Associated 
Railways  of  Virginia  and  Carolinas. 

Sec.  10.     SOUTHEASTERN  TERRITORY. 

The  Southeastern  Territory  includes  most  of  the  Mont- 
gomery subterritory  and  the  Atlanta  subterritory ;  also 
what  is  sometimes  called  the  Atlanta  subdivision  of  Carolina 
Territory  south  of  the  Walhalla  Line.  (See  Map  No.  24.)  It 
is  that  section  east  of  the  Mobile  &  Ohio  Railroad  from  Mobile, 
Ala.,  to  Corinth,  Miss,  (not  including  Aberdeen  or  Columbus, 
Miss.),  and  on  and  south  of  the  Southern  Railway  from  Cor- 
inth (but  not  including  Corinth)  to  and  including  Chatta- 
nooga; thence  via  Southern  Railway  to,  but  not  including, 
Cleveland,  Tenn.,  and  thence  south  and  west  of  the  southern 
boundary  line  of  Carolina  Territory. 

Atlanta    subterritory,    comprising    stations    in    Alabama, 

Florida,  Georgia,  South  Carolina,  Tennessee,  as  follows : 

Alabama. —  Stations  as  follows : 

Cook's  Springs. 
Gaosa  Valley. 
Cox  Spur. 
Cragford. 
Cropwell. 
Crudup. 
Crump's  Tank. 
Cumberland  Min- 
ing Co. 
Curry. 
Cusseta. 
Daisy. 
Dale. 
Dallas. 
Dambmann. 
Danway. 
Davis  &  Crump. 
De  Armanville. 
De  Bard. 
Dickert. 
Dixiana. 
Dolcito. 
Dolcito  Jet 
Duke. 

East  Alabama  Jet. 
Eden. 
Edwards. 
Edwardsville. 


Abanda. 

Bennett's. 

Carara  Junction. 

Adams. 

Bensyde. 

Carlisle. 

Alabama  City. 

Berneys. 

Carpenter. 

Albertville. 

Berwick. 

Cedar  Bluff. 

Alexandria. 

Blake. 

Cedar  Grove. 

Alfretta. 

Blanche. 

Cedric. 

Allen. 

Blanton. 

Champion. 

Alpine. 

Blue  Mountain. 

Chandler  Spring; 

Alton. 

Blue  Pond. 

Chase. 

Altoona. 

Bluffton. 

Chepultepec. 

Anderson. 

Boaz. 

Cherokee  Mills. 

Andrews. 

Bolivar. 

Chesterfield. 

Angel. 

Borden  Springs. 

Chestnut. 

Anniston. 

Bostick. 

Chinneby. 

Argo. 

Boyds  Tank. 

Choccolocco. 

Armstead. 

Bradford. 

Citico. 

Ashland. 

Bridgeport. 

Cliff. 

Askew. 

Bristow. 

Coal  City. 

Atkinson. 

Brompton. 

Cobb  City. 

Attalla. 

Brownsboro. 

Coe. 

Aughtman^ 

Buckie. 

Cogswell  Siding. 

Bailey. 

Buek. 

Coldwater. 

Barclay. 

Buffalo. 

Colgate. 

Barclays. 

Burgess. 

Collbran. 

Bath  Springs. 

Bush. 

Collinsville. 

Battelle. 

Bynum. 

Comet. 

Belle  ^lina. 

Caldwell, 

Congo. 

Benjamin. 

Carara. 

Cooks. 

TRAFFIC  GEOGRAPHY 


267 


Alabama. —  Stations  —  Continued. 


Elko. 

Emauhee. 

Erin. 

Ewing. 

Fackler. 

Farill. 

Farley. 

Five  Points. 

Flat  Rock. 

Forsythe. 

Fort  Payne. 

Frog  Mountain. 

Fruithurst. 

Gadsden. 

Gate  City, 

Glass. 

Glencoe. 

Government  Spur. 

Grasmere. 

Gray. 

Graystone. 

Greenbrier. 

Greens. 

Griffin  &  Ackers. 

Gunter's  Landing. 

Guntersville. 

Gurley. 

Hammond  Mines. 

Harbin. 

Hardwick. 

Harrison. 

Heflin. 

Henderson. 

Hiawatha. 

Highland. 

Hilton. 

Hobbs  Island, 

HoUingsworth. 

Hollywood. 

Huntsville. 

Ingram  Wells. 

Inland. 

Ironaton. 

Iron  City. 

Ivalee. 

Jacksonville. 

Jamestown. 

Jenifer. 

Jester. 

Johnson. 

Kaolin. 

(De  Kalb  Co.) 
Keener. 
Kenny. 
Ketona. 


Killian. 

Kiowa. 

Kirk. 

Kymulga. 

Ladiga. 

La  Fayette. 

Lagarde. 

Landers. 

Lane. 

Lanett. 

Laney. 

Langdale. 

Langdon. 

Larkinsville. 

Lawrence. 

Leatherwood. 

Leba. 

Ledbetters. 

Leesburg. 

Lehigh. 

Lehigh  No.  2. 

Lester. 

Lewins. 

Lily  Flagg. 

Lim  Rock. 

Lincoln. 

Lineville. 

Little  River. 

Littleton. 

Lock. 

Loop. 

L.  &  N.  Crossing, 

McCalmon. 

McClendon. 

McCulloh. 

McElderry. 

McFall. 

McGinty. 

Mackey. 

Madison. 

Malone. 

Margaret. 

Markstein. 

Merrelton. 

Mitchell  Mountain 

Coal  &  Iron  Co. 
Moody's  Spur. 
Moore's  Cut. 
Moragne. 
Morris  Mine. 
Morris  Mine  Jet. 
IMountainboro. 
Mt.  Jefferson. 
Mt.  Pinson. 
Moxley. 


Mud  Creek, 

Munford. 

Murrycross. 

Muscadine. 

Nelson. 

Nolan. 

Nottingham. 

Oakland. 

Odenville. 

Ohatchie. 

Oneonta. 

Osanippa. 

Owens. 

Oxford. 

Paint  Rock. 

Paint  Rock 

Bridge. 
Palestine. 
Palmers, 
Pana. 
Parsons. 
Patterson. 
Pea^'y. 
Peeples. 
Pell  City. 
Pell  City  Cotton 

Mill. 
Piedmont. 
Pleasant  Gap. 
Porterville. 
Prescott. 
Price. 
Prices. 
Pyriton. 
Quarry  Spur. 
Queenstown. 
Ragan. 
Ragland. 
Ramsay, 
Rayburn. 
Read's  Mill. 
Reeseville. 
Remlap. 
Rendalia. 
Renfroe. 
Richardson. 
Riverside. 
Rivervnew. 
Roanoke. 
Robertsons  Spur. 
Robinsons  Spur, 
Rock  City, 
Rock  Run. 
Rock  Spring. 


Rock  Spring 

Quarry. 
Roper, 

Round  Mountain. 
Ruffner  No.  i, 
Ruffner  No.  3. 
Rylands. 
St.  Clair. 
St.  Ives. 
Sanie. 

Saunders  Spur. 
Savage. 
Schuler. 
Scottsboro. 
Seaboard  Coal  & 

Coke  Co. 
Seddon. 
Selfville. 
Shawmut. 
S  herb  rook. 
Shocco. 
Sico. 

Siding  71, 
Siebert. 
Silver  Run. 
Slackland. 
Sligo. 

Spring  Garden. 
Springville. 
Standing  Rock. 
Steele. 
Stemley. 
Stephens, 
Stevens. 
Stevens  Gap. 
Stevenson. 
Stockdale, 
Strouds. 
Sycamore. 
Taff. 

Tait's  Gap. 
Talladega. 
Tecumseh. 
Tenneys. 
Tokio. 
Tredegar. 
Trussville. 
Tumlin  Gap. 
Turkeytown. 
Turner. 
Upton. 
Valley  Head. 
Valley  Mines. 
Vanns. 
Varners  Spur. 


268 


AMERICAN  COMMERCE  ASSOCIATION 


Alabama. —  Stations  —  Concluded. 


Woolfolk. 

Word. 

Wynn. 

Yamme. 

Yellow  Creek. 

Zuni. 


Vigo.  Wapella.  Whitney. 

Village  Springs.  Weathers.  Williams. 

Vulcan.  Weaver.  Wilsonia. 

Wadiley.  Welch.  Wimberley. 

Wahneta.  Wellington.  Woodall. 

Waldo.  Whites.  Woodlawn. 

Walker's  Cross-  Whites  Mill.  Woodville. 
ing. 

Florida. — All  stations  except  those  shown  on  pages  272  and 

273. 

Georgia. — All  stations  except  those  shown  on  pages  274. 


South  Carolina. —  Stations  as  follows : 


Adams  Run. 

Allendale. 

Almeda. 

Appleton. 

Armstrong. 

Ashepoo. 

Ashepoo  Crossing. 

Ashleigh. 

Ashley  Jet. 

Ashton. 

Averills. 

Backfields. 

Barnwell. 

Barton. 

Bashan. 

Beaufort. 

Beech  Island. 

Behling. 

Beldoc. 

Bennett. 

Berry  Hill. 

Besleau. 

Bidgood. 

Blakes. 

Bowers. 

Brabhams. 

Brennan. 

Brown's  Hill. 

Brunson. 

Bryans. 

Bulow. 

Bulow  Mines. 

Burton. 

Bush. 

Caldwell. 

Camp  Branch. 

Cannons. 

Cave. 

Charleston. 


Cherokee. 

Colleton. 

Coopers. 

Coosaw. 

Coosawhatchie. 

Copes. 

Corbetts. 

Cordes. 

Cowden. 

Coxes. 

Crockettsville. 

Croghans. 

Cross  Roads. 

Cummings. 

Davidson. 

Drawdys. 

Drayton. 

Dukes. 

Duneman. 

Dupont. 

Early  Branch. 

Edash. 

Ehrhardts. 

Ellenton. 

Ellis. 

Estill. 

Ethel. 

Fairfax. 

Fechtig. 

Ferebee. 

Flyville. 

Frampton. 

Fraziers. 

Furman. 

Gannons. 

Garnett. 

Garris. 

Geraty's. 

Gifford. 


Goodrich. 

Goshen. 

Govan. 

Grays. 

Grays  Hill. 

Green  Pond. 

Grimes. 

H.  &  B.  Jet. 

Halsted. 

Hampton. 

Hankinson. 

Hardeeville. 

Harrison. 

Hattieville. 

Hethington. 

Hoffs. 

Hollywood. 

Horris. 

Island  Road. 

Jackson. 

Jacksonboro. 

James  Island. 

John's  Island. 

Kathwood. 

King. 

Kline. 

Kress. 

Lamb's  Jet. 

La  Roache. 

Lena. 

Lightsey. 

Lodge. 

Long  &  Bellamy. 

Lnray. 

Luther. 

McCants. 

McGibson. 

McLeod. 

Magnolia. 


Magwood. 

Martins. 

Mathis. 

Meggetts. 

Miley. 

Millett. 

MooresGravelPit. 

Moselle. 

Myers. 

Okeetee. 

Olar. 

Padgetts. 

Padgetts  Mill. 

Parkers  Ferry. 

Pecan. 

Pineland. 

Platts. 

Pon  Pon. 

Port  Royal. 

Purysburg. 

Quigley. 

Rantowles. 

Ravenel. 
Ravenel  Plat- 
form. 
Rhodes. 
Rickenbockers. 
Ridgeland. 
Ritters. 
Robbins. 
Ruffin. 
Rumph. 
St.  Andrews. 
Salkehatchie. 
Sanders. 
Savannah  River 

Pit. 
Schofield. 
Scotia. 


TRAFFIC  GEOGRAPHY 


269 


South  Carolina. —  Stations  —  Concluded, 


Seabrook. 
Seigling. 
Sheldon. 
Smithville. 
Smoaks. 
Standard. 
Steel  Creek. 
Stokes. 

Stone  ( Charleston 
Co.). 


Storage. 

Sycamore. 

Tarboro. 

Tavora. 

Ten  Mile. 

Thayers. 

Tillman. 

Tomotley. 

Toogoodoo. 


Towles. 

Twigg. 

Ulmers. 

Valentine. 

Varnville. 

Voorhees. 

Walterboro. 

Wappoo. 

Warrens. 


Tennessee.- 

Alton  Park. 

Apis  on. 

Black  Fox. 

Blue  Springs. 

Boyce. 

Chattanooga. 

Chickamauga. 

Citico. 

Conasauga. 

Cravens. 


Stations  as  follows: 

Marble  Switch. 
Ocoec. 


East  Chattanooga. 

Etna  Mines. 

Hinch. 

Howardville. 

Jersey. 

Kings  Bridge. 

Ladds. 

Lookout. 

McCarty. 

McDonald. 


Oldfort. 
Ooletewah. 
Shellmovmd. 
Southern  Exten- 
sion Yards. 
Summit. 
Tennga. 


Weekley  Spur. 

Welch. 

Whipple. 

White  Hall. 

Williams. 

Yemasse. 

Yenome. 

Yonge's  Island. 

Youmans. 


Thatcher. 

Tucker  Springs. 

Tyner. 

Vulcan. 

Wauhatchie. 

Weatherley. 

Wells.  _ 

Whiteside. 

Whorley. 


Atlanta  subdivision,  sometimes  called  Carolina  Territory 
south  of  the  Walhalla  Line,  comprising  stations  in  Georgia, 
North  Carolina,  South  Carolina,  as  follows: 

Georgia. —  Stations  as  follows : 


Air  Line. 

Bowman. 

Dacula. 

Gainesville. 

Alto. 

Bowersville. 

Deadwyler. 

Gillsville. 

Anandale. 

Braselton. 

Decatur  Water 

Gloster. 

Arcade. 

Brookton. 

Works. 

Goss. 

Armour. 

Buford. 

Deercourt. 

Grayson. 

Arnoldsville. 

Campton. 

Deerland. 

Gresham. 

Asbestos. 

Candler. 

Demorest. 

Habersham. 

Athens. 

Canon. 

Dewberry. 

Hard  Cash. 

Attica, 

Carl. 

Dewy  Rose. 

Harper. 

Auburn. 

Cauthan. 

Doraville. 

Hartwell. 

Autry. 

Center. 

Duluth. 

Hays  Crossing, 

Avalon. 

Chamble. 

Dunlap. 

Heardmont. 

Ayersville. 

Clark. 

Dunwoody. 

Helen. 

Bairdstown. 

Clarksboro. 

Eastanollee. 

Hillman. 

Baldwin. 

Clarksville. 

Edgewood. 

Hills. 

Bedingfield. 

Clayton. 

Elberton. 

Hilton-Dodge. 

Bell. 

Qermont. 

Ethridge. 

Holders. 

Bellton. 

Cleveland. 

Evans. 

Hollywood. 

Belmont  (Hall 

Colbert. 

Farmington. 

Hoschton. 

Co.). 

Comer. 

Fellowship 

Howells. 

Belt  Jet. 

Commerce. 

Church. 

Huff. 

Berkeley. 

Cornelia. 

Felsen. 

Hull.  _ 

Bethlehem. 

Crawford. 

Ficklin. 

Hutchings. 

Bishop. 

Cross  Keys. 

Flowery  Branch. 

Inman  Park. 

Bogart. 

Currahee. 

Fortsonia. 

Jeffersoa 

270        AMERICAN  COMMERCE  ASSOCIATION 


Georgia. —  Stations  —  Concluded. 


Joy- 

Monroe. 

Pittman. 

Tiger. 

Kirk  wood. 

Montreal. 

Pratt's  Spur. 

Tignall. 

Klondike. 

Morgan  Jet. 

Redstone. 

Toccoa. 

Lavonia. 

Morris  Siding. 

Roswell. 

Tucker. 

Lawrenceville. 

Mt.  Airy. 

Royston. 

Turpin. 

Lexington. 

Mulberry. 

Russells. 

Turnerville. 

Lilburn. 

Murray  Hill  Spur 

Sanitarium. 

Vanna. 

Little  River. 

Nacoochee. 

Sells. 

Wallace's  Mill. 

Loganville. 

New  Holland. 

Sharon. 

Walker  Park. 

Lula. 

Nicholson. 

Sidney. 

Washington. 

Luxomni. 

Norcross. 

Smithonia. 

Watkinsville. 

McLeroy. 

Norman. 

Sneads. 

Whitehall. 

Malloryville. 

North  Decatur. 

Statham. 

White  Sulphur. 

Martin. 

North  Helen. 

Stephens. 

Wiggs. 

Martinez. 

Oakdene. 

Suwanee. 

Wiley. 

Mathis. 

Oakwood. 

Sweet  Water. 

Wilsons  Church. 

Maxeys. 

Oconee  Heights. 

Tallulah  Falls. 

Winder. 

Maysville. 

Oglesby. 

Tallulah  Lodge. 

Winn's  Spur. 

Meldean. 

Ottley. 

Tallulah  Park. 

Winterville. 

Middleton. 

Pearl. 

Talmo. 

Woodville. 

Mina. 

Pendergrass. 

Thurmack. 

Yonah. 

North  Carolina. —  Stations  as 

follows  : 

Atwood. 

Coolvale. 

Loughlin. 

Southport. 

Bolivia. 

El  Paso. 

Mt.  Tabor. 

Town  Creek. 

Brown's  Spur. 

Emerson. 

Navassa. 

Wards. 

Brunswick. 

Goresville. 

Rosdand. 

Winnabow. 

Clarendon. 

Lanvale. 

South  Carolina. —  Stations  as 

follows : 

Abbeville. 

Baynham. 

Cades  Siding. 

Crabtree. 

Adams. 

Beard. 

Calhoun  Falls. 

Creco. 

Aiken. 

Benbow. 

Cameron. 

Creston. 

Alcolu. 

Berlin. 

Cana. 

Croft. 

Aliens. 

■Blackville. 

Canes  Mill. 

Culler. 

Andrews. 

Blakely. 

Cannon's  Crossing.  Dargan  Lumber 

Apia. 

Bloomville. 

Carolina  Lumber 

Co. 

Arthur. 

Bonneaus. 

Co. 

Darraugh. 

Ashleigh. 

Bordeaux. 

Carris. 

Davis. 

Ashley  Jet. 

Bowyer. 

Cayce. 

Dawson. 

Ashley  Phosphate 

.  Bradley. 

Centenary. 

Deans. 

Attaway. 

Branchville. 

Chaffee. 

Deep  Creek. 

AynoT. 

Britts. 

Chapin. 

Denmark. 

Badham. 

Britton. 

Checkley  Siding. 

Dietz. 

Balentine. 

Broadway. 

Childs. 

Dixiana. 

Bamberg. 

Brockinton. 

Clarks  Hill. 

Dolcy. 

Barber. 

Brogden. 

Clearwater. 

Donora. 

Barnes. 

Brooks. 

Connor. 

Dorange. 

Barnwell. 

Bulls. 

Conway. 

Dorchee. 

Barr. 

Burton's  Mill. 

Cool  Springs. 

Dorchester. 

Batesburg. 

Bussey. 

Copes. 

Drainland. 

Bath. 

Byrd. 

Cordova. 

Dunbarton. 

Bayboro. 

Cades. 

Coward. 

Durant. 

TRAFFIC  GEOGRAPHY 


271 


South  Carolina. —  Stations  —  Continued. 


Earle. 

Hester. 

Lowndesville. 

Parkhill. 

Edgefield. 

Hibernia. 

Ludgate. 

Parksville. 

Edmund. 

Hilda. 

McBeths. 

Parlers. 

Effingham. 

Hilton. 

McCorkle  Spur. 

Paroda  Jet. 

Elko. 

Hix. 

McCormick. 

Peerless  Mines. 

Ellis. 

Holly  Hill. 

Macedon. 

Pelion. 

Elloree. 

Homewood. 

McElveen  Siding. 

Perry. 

Elsie. 

Hopkins. 

McLeod. 

Petigru. 

Embree. 

Howard. 

Madison. 

Pigate. 

Ethon. 

Howe. 

Malphus. 

Pine  Island. 

Eulonia. 

Howells. 

Manchester. 

Pinewood. 

Eureka. 

Hudsons. 

Manning. 

Plum  Branch. 

Eutawville. 

Hutto. 

Maxwell. 

Poston. 

Fairview. 

Immaculate 

Meads. 

Pregnalls. 

Fechtig. 

Mines. 

Melons. 

Privateer. 

Felder. 

Ingleside. 

Meriweather. 

Privetts. 

Ferguson. 

Inglewood. 

Midland  Park. 

Prosperity. 

Fersners  Siding. 

Irmo. 

Midway. 

Rains. 

Fifty-Eight. 

Iva. 

Millard. 

Rayflin. 

Fishburn. 

Jamison. 

Millard  Jet. 

Raymond. 

Flyville. 

Java. 

Milledgeville. 

Read  Phosphate 

Fogle. 

Jedburg. 

Milligan. 

Works. 

Folley  Lumber  Cc 

>.  Jennings. 

Mills  Lumber  Co. 

Reevesville. 

Folleys. 

Johnson. 

Mims. 

Remini. 

Ford. 

Johnsonville. 

Mixson. 

Reynolds. 

Forreston. 

Johnston. 

Modoc. 

Rhett. 

Fort  Motte. 

Jordan. 

Moncks  Corner. 

Richland. 

41  Mile  Siding. 

Kaolin. 

Monetta. 

Ridge  Spring. 

Four  Holes. 

Kings  Crossing. 

Montmorenci. 

Ridgeville. 

Fowle. 

Kingstree. 

Morrisville. 

Riley. 

Fredonia. 

Kingville. 

Morson. 

Robbins. 

Gadsden. 

Kirby. 

Mt.  Carmel. 

Robinson. 

Gapway. 

Kneece. 

Mt.  Holly. 

Roseland. 

Garrick. 

Knights, 

Moy. 

Rowesville. 

Gaston. 

Koonce. 

Munn. 

Rush. 

Georgetown. 

Ladson. 

Myer's  Mill. 

St.  George. 

Georgetown  Jet. 

Lake  City. 

M3^rtle  Beach. 

St.  Matthew. 

Gilbert. 

Lake  View. 

Naval  Station. 

St.  Paul. 

Glenn. 

Lanes. 

Neeces. 

St.  Stephens. 

Gourdins. 

Langley. 

Nesmith. 

Salak. 

Graniteville. 

Latimer. 

New  Hope. 

Salem. 

Graves. 

Leapharts. 

New  Zion. 

Sallys. 

Grants. 

Lebama. 

North. 

Salters. 

Grays. 

Lee. 

Oakley. 

Saluda. 

Greeleyville. 

Leesville. 

Oakwood. 

Samaria. 

Gresham. 

Lesesne  Siding. 

Olanta. 

Sanford. 

Hamburg. 

Levi. 

Olin. 

Santee. 

Hamville. 

Lexington. 

One  Mile  Siding 

Santee  Brick  Co. 

Harbin. 

Lincolnville. 

(City  Water 

Sardinia. 

Harby.  ^ 

Little  Mountain. 

Works). 

Sato. 

Harleyville. 

Livingstone. 

Orangeburg. 

Saxon  (Water 

Harvin. 

Lone  Star. 

Otranto. 

Works). 

Heinemans. 

Long  Cane. 

Otside. 

Scranton. 

Hemingway. 

Loraine. 

Ott. 

Seaboard  Lumber 

Henry. 

Loris. 

Packsville. 

Co. 

272 


AMERICAN  COMMERCE  ASSOCIATION 


South  Carolina. —  Stations  —  Concluded. 


Seiverru 

Springfield. 

TindaU. 

Wellings  Mill. 

Seloc. 

Squires. 

Tionesta. 

Wells. 

Shelley. 

Starr. 

Toumey. 

West  Andrews 

Shirer  Bros. 

Steedman. 

Trenton. 

West  End. 

Shuler. 

Stilton. 

Trio. 

Westminster. 

Silver. 

Stones. 

Troy. 

Weston. 

Simons. 

Strawberry. 

Truitt  Lumber  Co 

Whaley. 

Singleton. 

Styx. 

Two  Thirty-Five 

White  Pond. 

Sistrunk. 

Sulton. 

Mile  Post. 

White  Rock. 

Sixty-Six. 

Summerland. 

Vances. 

Williams. 

Slighs. 

Summerton. 

Vaucluse. 

Willington. 

Smith  Spur. 

-Summerville. 

Verdery. 

Williston. 

Smithville. 

Summit. 

Wagener. 

Wilson's  Mill. 

Snellings. 

Sumter  Jet. 

Walker. 

Windsor. 

South  Anderson. 

Sunnybrook. 

Waller. 

Wolfton. 

South  Atlantic 

Swansea. 

Ward. 

Woodford. 

Oil  Mill. 

Taft. 

Warrenville. 

Woodlawn. 

Southern  Cross- 

Testo. 

Warsaw. 

Woodstock, 

ing. 

The  Farms. 

Wateree. 

Yale. 

Sparrow. 

Thigpen. 

Watts. 

Spigener, 

Thor. 

Week. 

Montgomery  Subterritory,  comprising  stations  in  Alabama, 
Florida,  Georgia,  Mississippi,  as  follows : 

Alabama. — All  stations  except  those  shown  on  pages  253,  266, 

267  and  268  and  the  following  points  on  the  N.  C.  &  St. 

L.  Ry. : 

Gark.  Lax. 

Coalton.  Mercury. 

Deposit.  Mitchell's  Spur. 


Bass. 

Bell  Factory 

Bobo. 

Card. 

Chase. 


Elkwood. 
Harvest. 


Florida. —  Stations  as  follows 


Abe's  Springs. 

Accord's  Apiary. 

Alford. 

Alliance. 

Altha. 

Alum  Bluff. 

Apalachicola. 

Apalachicola 
Lumber  Co. 

A.  N.  R.  R.  Land- 
ing. 

Argyle. 

Armstrong's  Mill. 

Aspalaga. 

Atkins. 

A.  C.  L.  R.  R. 
Landing. 

Auburn. 


Aycock. 
Bagdad  Jet. 
Bakers. 
Bank's  Lower. 
Barkley's. 
Barrineau  Park. 
Earth. 
Battle  Bend. 
Bay  City. 
Bayou  Siding. 
Bear  Head. 
Betts. 

Bloody  Bluff. 
Blounstown. 
Bluff  Springs. 
Bohemia. 
Bonifay. 
Braxton's. 


New  Market. 


Brent. 

Brick  Yard. 

Brick  Yard  Island 

Brigman. 

Bristol  Lower. 

Bristol  Upper. 

Bryant's. 

Buckeye. 

Buck  Horn. 

Burgess  Creek. 

Butlers. 

Calhoun. 

Cairo  Camp. 

Campbelltown. 

Campton. 

Cantonment. 

Caraway's. 

Caraway's  Lower. 


Normal. 
Plevna. 
Ready. 
Toney. 


Carr's. 

Carter's. 

Caryville. 

Cedar  Bluff. 

Centur)^ 

Chattahoochee. 

Chipley. 

Chipola. 

Chipola  Cut  Off. 

Claro}^ 

Cochran's. 

Cocoanut  Bluff. 

Coe's. 

Compass  Lake. 

Coon. 

Coopers  Point. 

Corn  Bluff. 

Cottage  Hill. 


TRAFFIC  GEOGRAPHY 


273 


Florida. —  Stations  —  Continued. 


Cotton  BIufT. 
Cotton  Bluff 

Lower. 
Cottondale. 
Cox. 

Crestview. 
Criglar. 
Curtis. 
Cutoff  Camp. 
Cypress. 
Cypress  Creek. 
Dalkeith. 
Danzing. 
Darling  Slide. 
Dawson's. 
Deerland. 
De  Funiak 

Springs. 
Degrees. 
Dehu. 

Dick's  Point. 
Dixons. 
Dolores. 
Doris. 
Douglass. 
Drer's  Camp. 
Dunwoody's. 
Durham. 
Earnestville. 
East  Lake  Grove, 
Eleanor. 
Escanbia. 
Estes  Camp. 
Estiffanulga 

Upper. 
Esto. 
Everett. 
Ferrells. 
Fields. 
Flint. 

Flowers  Still. 
Floyd's  Camp. 
Fort  Gadsden. 
Forristers. 
Fouler's  Camp. 
Fountain. 
Fox  Hughs. 
Franklin. 
Frozen  Bluff. 
Galliver. 
Gait  City. 
Garden  City. 
Gaskin's  Siding, 
Gehu. 


G.  F.  &  A.  Ry. 

Landing. 
Glass. 
Glinds. 
Godwin's. 
Gonzales. 
Gothic. 
Goulding. 
Graceville. 
Gradan. 
Grahams. 
Grand  Ridge. 
Greenhead. 
Griffin. 
Gull  Point. 
Gunn's. 
Hale's  Barge. 
Halfcox  Camp. 
Hally's. 
Hardee's. 
Hardwood. 
Hare's  Camp. 
Harold. 
Hart. 
Hawley's. 
Haywood's. 
Hickory. 
Hoffman's  Camp. 
Holts. 
Hoodless. 
Howards  Cane 

Mill. 
Howells, 
Hugh's. 
Inwood. 
lola. 

Isbell's  Apiary. 
Jacobs. 
Jarl. 

Johnson's  Camp. 
Jack  Wood's. 
Kennedy  Creek. 
Kentucky. 
Lake  Grove. 
Lake  Merial. 
Lakewood. 
Lamberts  Camp. 
Lampkin's  Camp. 
Lanier's  Apiary. 
Lanier's  Apiary, 

Lower. 
Langfords. 
L.  &N.R.R. 

Landing. 
Laurel  Hill, 


Laxley's  Mills. 
Leonards  Siding. 
Lewis  Wood  Yard. 
Liddon's. 
Lockey's  Camp. 
Long  Pine. 
Look  &  Tremble 

Sholes. 
Louisa. 
Loxey's  Mills. 
Lulaton. 
McDavid. 
McKimmonville. 
Macon. 
Magnolia. 
Majette. 
Malone. 
Marchant's. 
Marchant's  Camp. 
Marianna. 
M.  B.  Ry.  Landing. 
Mary's. 
Mignon. 
Mill  Bayou. 
Mill  City. 
Milligan. 
Millville  Jet. 
Milton. 
MolinO'. 
Mory's. 
Mossy  Head. 
Mt.  Chipola. 
Mulat. 
Muscogee. 
Muscogee  Bluff. 
Musquito. 
Naiad's  Landing. 
Natgoona. 
Neal's. 
Needles  Eye 

Camp. 
Niles. 
Nixon. 
Noma. 
Nulsen. 
Oakdale. 
Ocheswe. 
Odena. 

O.  K.  Landing. 
Old  Blountstown. 
Old  Woman's 

Bluff. 
Olive. 
Owl  Creek. 
Owens. 


Oxton. 

Pace  Jet. 

Panama  City. 

Paramore's. 

Parish  Camp. 

Patrick's. 

Paxton. 

Pease's. 

Penhook  Point. 

Pensacola. 

Peri. 

Pine  Barren. 

Pine  Forrest. 

Pineway. 

Piney  Grove. 

Ponce  de  Leon. 

Port  St.  Joe. 

Planter's. 

Point  Coloway. 

Pole  Bluff. 

Porter's. 

Port  Jackson. 

Pr  ingle. 

Queen  City. 

Quintette. 

Raines. 

Ramsey's. 

Ramsey's  Camp, 

Randlett's. 

Rankins  Camp. 

Red  Bull  Bluff. 

Riscoe's  Bluff. 

Riverside. 

Roast  Year. 

Robertson. 

Robinson's  Camp. 

Rock  Bluff. 

Rock  Creek. 

Rock  Island  Point 

Kemp's. 

Roky. 

Round  Lake. 

Russell's. 

St.  Marks  Camp, 

S.  A.  L.  Ry. 

Sampsons. 

Saunders. 

Sawlor. 

Scott's  Ferry. 

Sharpstown. 

Shepherds  Cane 

Mill. 
Shingle. 
Shuler's. 
Shulman. 


274 


AMERICAN  COMMERCE  ASSOCIATION 


Florida- —  Stations  —  Concluded. 


Silver  I^ke. 

Sweetwater. 

Visschere. 

White  River 

Simla. 

Tenile, 

Walmor. 

Camp. 

Simsville. 

Tennille's. 

Washington. 

W^TlIllnm. 

Sink  Creek, 

Tervin. 

Watson's. 

Yabbo. 

Slougb. 

Thos.  Whitehead. 

\\'au5au. 

Yetti. 

Sneads. 

There  Brothers. 

Wayside. 

Yniestra. 

Southport 

Tilton. 

Weichtoa 

Yon's  L'pper. 

Stanfill's. 

U.  S.  T-anding. 

West  Owl  Creek. 

Yon's  Lower. 

Sted  Bridge: 

UnjL 

West  Pensacola, 

Yorick. 

Steel  City. 

Union  City. 

WestA-ille. 

Youngstown. 

Sugar  Mill, 

Valdin. 

West  W\T)ton. 

Zorid. 

Snmmerville 

.  Valle. 

White  Oak. 

Svea. 

Vicksburg. 

Georgia. — Stations  as  follows 

• 
• 

AaPTi's. 

Florence. 

Humphries. 

Roanoke. 

.\Uen-5. 

Floumoys. 

Indian  Mound. 

Rood's. 

,\nglin's. 

Fontaines,  Upper. 

Jefferson's. 

Rooney's. 

Bartow. 

Fontaine's,  Lower.  Jemigan's  Lower. 

Scherline's. 

Bermuda. 

Fort  Gaines. 

Johnson's. 

S.  A.  L.  Ry. 

BenVs, 

Freeman's. 

King  Rocks. 

Landing. 

Bluffton. 

Fry's. 

Kings. 

Shackelford's. 

Boland's. 

Gaul  ding's. 

Koonce. 

Sheffield. 

Bradle5''s  Lower. 

Gibson's. 

T  .aw  sons. 

Shepherd's. 

Bradley's  Upper. 

Gilbert's. 

Loke\''s. 

Sherlings. 

BranncHis. 

GiUis. 

Mand>-\-iIle. 

Shoemake's. 

Catchens. 

Georgetown. 

Midland  King. 

Smart's. 

C.  of  Ga.  Ry. 

Grier's. 

Millport. 

Sou.  Ry.  Landing. 

I.anding. 

Grimsley's. 

Motts,  Boykins. 

Speight's. 

Chimney  BluflF. 

Gunn's. 

Myricks. 

Starke's  Qay. 

Cody's. 

G.  Y.  Banks. 

Nav^-  Yard. 

Steam  INIiU. 

Cdomokee. 

Halls.  Lower. 

Orange  Point. 

Stewart's. 

CcJmnbus. 

Halls,  Upper. 

Para  da. 

Tillmans. 

Cnnningham, 

Hays-^-ille, 

Paulk's. 

Trawick's. 

Dickenson's. 

Hardens. 

Peacocks. 

Tunnage's. 

Dickersons. 

Hare's. 

Porter's  Ferry. 

Turner's. 

Donaldson's. 

Harv-ey^s. 

Powell's. 

Tumipseed's. 

Dr.  Burnetts. 

Hawks. 

Rambo's. 

Wash's. 

East  Bank. 

Hobb's. 

Rankin's. 

Wm.  Burnett's. 

Fairchilds. 

Homes. 

Rawls. 

Womack's. 

Farmers, 

HoTi-ard's. 

Rick's. 

Woolfolks. 

Fitzgerald's  D.  B 

Mississippi. — 

Stations  as  follows: 

Aberdeen  Jet 

Bumsville. 

Glens. 

Junction  Gty. 

Acker. 

Burnt  Cut 

Golden. 

Kewaunee. 

Amory. 

Cauhom. 

Gravel  Siding. 

Leedy. 

Arklet 

Chancellor. 

Greenwood 

Log  Spur. 

Becker. 

Coke, 

Springs. 

McCrary. 

Belmont 

CrandalL 

Hoi  cut. 

Neil. 

Bigbee. 

Davis. 

Houston's  Mill. 

Xettleton. 

Black  Creek- 

Dennis. 

Indian  Mound. 

New  Hope. 

Brewer. 

Gatman. 

luka. 

Oldham. 

TR.\FFIC  GEOGRAPHY 


275 


Mississippi. 

Paden. 
Pigford. 
Pine  Ridge. 
Plantersville. 


Stations  —  Concluded. 

Quincy.  Steens.  Toomsuba, 

Russel.  Strickland.  Walker. 

Shiloh.  Theadville.  Wilcox. 

Smith's  Spur.  Tishomingo.  Wise's  Gap. 


Sec.  11.     ATLANTA  SUBTERRITORY. 

The  Atlanta  Subterritor}-  is  a  part  of  the  Southeastern 
Territory  lying  east  of  the  Montgomerj^  Subterritor}-  and 
includes  points  in  Florida,  Georgia,  Alabama,  South  Carolina 
and  Tennessee.  It  is  fully  described  preceding  under  the 
Southeastern  Territory. 

This  is  a  rate-adjustment  territory-,  and  the  committee  con- 
trolling it  publishes  tariffs  through  E.  H.  Hinton,  Agent.  Map 
No.  24,  following  page  246,  shows  this  territor\-  in  a  general 
way. 

Sec.  12.     MONTGOMERY  SUBTERRITORY. 

This  territor}-  is  one  of  the  divisions  of  the  Southeastern 
Territor}',  included  in  the  boundan,-  line  running  from  Deca- 
tur, Ala.,  via  the  Louisville  &  Nashville  Railroad  to  Birming- 
ham, Ala.;  thence  continuing  along  the  Central  Railroad  of 
Georgia  to  Columbus,  Ga. ;  thence  along  the  east  bank  of  the 
Chattahoochee  and  the  Apalachicola  rivers  to  the  Gulf  of 
Mexico. 

The  points  in  Montgomen,^  Subterriton,-  are  defined  above 
under  the  Southeastern  Territon,-  and  a  full  description  will 
be  found  in  ^Morris'  Territorial  Tariff  No.  3  Series.  Map  No. 
24  shows  this  territory  in  a  general  way. 

Sec.  13.    SOUTHEASTERN  BASING  POINTS. 

There  are  a  number  of  points  in  the  Southeastern  Territor}-- 
known  as  the  Southeastern  basing  points,  and  are  as  follows : 

Albany,  Ga. 
Americus,  Ga. 
Andalusia.  Ala. 
Arlington,  Ga. 
Athens.  Ga. 
Atlanta,  Ga. 
Augusta,  Ga. 
Bainbridge,  Ga. 
Birmingham.  Ala. 
Brunsw-ick.  Ga. 
CedartowTi.  Ga. 


Chattanooga.Tenn.  Hawkinsville.  Ga.    Perry,  Ga. 


Columbus.  Ga. 
Cordele.  Ga. 
Dawson.  Ga. 
Dothan.  Ala. 
Dublin,  Ga. 
Ensley,  Ala. 
Florence,  Ala. 
Fitzgerald,  Ga. 
Gadsden,  Ala. 
Gainesville,  Ga, 


Jacksonville,  Fla.     Rome,  Ga. 
Live  Oak,  Fla.  Savannah,  Ga. 

^lacon,  Ga.  Sparks,  Ga. 

Milledge%-ille.  Ga.    Sylacauga,  Ala. 
Montgomery-,  Ala.  Tallahassee,  Fla. 
Morristo\\Ti,  Tenn.  Thomasville,  Ga. 
Moultrie,  Ga.  Tifton.  Ga. 

Opelika,  Ala.  Valdosta.  Ga. 

Palatka.  Fla.  Waycross,  Ga. 

Pensacola,  Fla. 


276 


AMERICAN  COMMERCE  ASSOCIATION 


A  list  of  these  points  is  published  in  Washburn's  Terri- 
torial Directory. 

Sec.  14.    BASING  POINTS  IN  CAROLINA  TERRITORY. 


The  following  is  a  list  of  the  basing  points  in  Carolina 
Territory  as  published  in  Washburn's  Territorial  Directory : 


Abbeville,  S.  C. 
Aberdeen,  N.  C 
Acme,  N.  C. 
Ahoskie,  N.  C. 
Albermarle,  N.  C. 
Alberta,  Va. 
Alma,  N.  C. 
Altavista,  Va. 
Anderson,  S.  C. 
Apex,  N.  C. 
Asheboro,  N.  C. 
Athens,  Tenn. 
Belton,  S.  C. 
Bennettsville,  S.  C 
Bishopville,  S.  C. 
Black  Mountain 

Jet.,  N.  C. 
Bluff  City,  Tenn. 
Bonsai,  N.  C. 
Bostic,  N.  C. 
Bristol,  Tenn. 
Brookneal,  Va. 
Bulls  Gap.  Tenn. 
Camden,  S.  C. 
Camden  Crossing, 

S.  C. 
Camden  Jet.,  S.  C. 
Cameron,  N.  C. 
Caraleigh,  N.  C. 
Carlisle,  S.  C. 
Carthage,  N.  C. 
Cary,  N.  C. 
Catawba,  S.  C. 
Catawba  Jet.,  S.  C. 
Charlotte,  N.  C. 
Cheddar,  S.  C. 
Cher  aw,  S.  C. 
Chester,  S.  C. 
Clinton,  S.  C. 
Clio,  S.  C. 
Colon,  N.  C. 
Columbia,  S.  C. 
Conover,  N.  C. 
Cranberry,  N.  C. 
Cumnock,  N.  C. 
Danville,  Va. 


Darlington,  S.  C. 
Denniston,  Va. 
Dillon,  S.  C. 
Donalds,  S.  C. 
Dover,  N.  C. 
Dunn,  N.  C. 
Durham.  N.  C. 
Easley,  S.  C. 
East  Durham, 

N.C. 
Elizabethton, 

Tenn. 
Emporia,  Va. 
Farmville,  N.  C. 
Fayetteville,  N.  C. 
Florence,  S.  C. 
Forest  City,  N.  C. 
Fort  Lawn,  S.  C. 
Franklin,  Va. 
Gary,  N.  C. 
Gastonia.  N.  C. 
Ghio,  N.  C. 
Gibson,  N.  C. 
Glenwood,  N.  C. 
Golden  Grove, 

S.C. 
Goldsboro,  N.  C. 
Gray,  Va. 
Greenville,  N.  C. 
Greenwood,  S.  C. 
Gulf,  N.  C. 
Gumberry,  N.  C. 
Hallison,  N.  C. 
Hamlet,  N.  C. 
Hartsville,  S.  C. 
Henderson,  N,  C. 
Henrietta,  N.  C. 
Hickorv,  N.  C. 
High  Rock,  N.  C. 
Hodges,  S.  C. 
Honea  Path,  S.  C. 
Hope  Mills,  N.  C. 
Jarratt,  Va. 
Johnson  City, 

Tenn. 


Jonesboro, N.  C. 
Kelford,  N.  C. 
Kingston,  N.  C. 
Knoxville,  Tenn. 
Koehler,  Va. 
Kollocks,  S.  C. 
LaCrosse,  Va. 
Lancaster,  S.  C. 
Lattimore,  N.  C. 
Laurens,  S.  C. 
Lewarae,  N.  C. 
Lexington,  N.  C. 
Lincolnton.  N.  C. 
Lowell,  N.  C. 
Lumberton,  N.  C. 
McBee.  S.  C. 
McColI,  S.  C. 
McMillan,  N.  C. 
Madison,  N.  C. 
Marion,  N.  C. 
Marion,  S.  C. 
Martinsville,  Va. 
Maryville,  Tenn. 
Maxton,  N.  C. 
Meherrin,  Va. 
Method,  N.  C. 
Mooresboro,  N.  C. 
Mt.  Airy,  N.  C. 
Mount  Holly,  N.  C. 
Mullins,  S.  C. 
Murphy,  N.  C. 
Navassa,  N.  C. 
Newbern,  N.  C. 
Newberry,  S.  C. 
Newport,  Tenn. 
Newton,  N.  C. 
Norwood,  N.  C. 
Oalcvale,  S.  C. 
Oxford,  N.  C. 
Paw  Creek,  N.  C. 
Pelzer,  S.  C. 
Pembroke,  N.  C. 
Piedmont,  S.  C. 
Plymouth,  N.  C. 
Pride,  S.  C. 


Proctorville,  N.  C. 
Prosperity,  S.  C. 
Raleigh,  N.  C. 
Rockingham,  N.  C. 
Rocky  Mount,  Va. 
Rowland,  N.  C. 
Rutherfordton, 

N.C. 
Sanford,  N.  C. 
Selma,  N.  C. 
Seneca,  S.  C. 
Shelby,  N.  C. 
Shouls  Jet.,  S.  C. 
Smithboro,  S.  C. 
South  Boston,  Va. 
South  Winston 

Salem,  N.  C. 
Spartanburg,  S.  C. 
Stokesland,  Va. 
Sumter,  S.  C. 
Tarboro,  N.  C. 
Thermal  City, 

N.C. 
Thomasville,  N.  C. 
Unicoi,  Tenn. 
Unicoi  Jet.,  Tenn. 
Union,  S.  C. 
Varina,  N.  C. 
Vestal,  Tenn. 
Wadesboro,  N.  C. 
Walland,  Tenn. 
Walnut  Cove,  N.  C. 
Warren  Plains, 

N.C. 
Washington,  N.  C. 
Weldon,  N.  C. 
Whitney,  N.  C. 
Williamston,  S.  C. 
Wilmington,  N.  C. 
Wilson,  N.  C. 
Winston  Salem, 

N.C. 
Yorkville,  S.  C, 


TRAFFIC  GEOGRAPHY  277 

Sec.  15.    VIRGINIA  CITIES. 

There  are  certain  basing  points  in  Virginia  known  as  Vir- 
ginia cities.    These  points  are  as  follows : 

Alexandria,  Va.  Farmville,  Va.  Newport  News,  Salem,  Va. 

Basic,  Va.  Fort  Monroe,  Va.        Va.  Smithfield,  Va. 

Berkley,  Va.  Glasgow,  Va.  Norfolk,  Va.  South  Glasgow, 

Buchanan,  Va.  Gordonsville,  Va.  Orange,  Va.  Va. 

Buena  Vista,  Va.  Hampton,  Va.  Petersburg,  Va.  Staunton,  Va. 

Burkville,  Va.  Kilby,  Va.  Phoebus,  Va.  Suffolk,  Va. 

Charlottesville,  Lynchburg,  Va.  Pinners  Point,  Va.  Waverly,  Va. 

Va.  Lexington,  Va.  Portsmouth,  Va.  Waynesboro,  Va. 

Clifton  Forge,  Va.  Manchester,  Va.  Richmond,  Va.  West  Point, Va. 

Doswell,  Va.  Roanoke,  Va. 

Sec.  16.     VIRGINIA  LINES  TARIFF  BUREAU  TERRI- 
TORY. 

Virginia  Lines  Tariff  Bureau  is  a  voluntary  organization, 
and  is  not  incorporated.  The  purpose  of  this  bureau  is  to 
furnish  a  convenient  medium  for  the  issuance  of  freight  tariffs, 
in  which  three  or  more  of  its  members  might  be  interested. 
One  of  its  special  purposes  is  to  issue  agency  tariffs  in  place 
of  individual  tariffs,  by  the  carriers,  that  had  priorly  been 
issued  from  eastern  port  cities,  interior  eastern  and  New  En- 
gland points  via  Virginia  port  and  via  all-rail  gateways  to 
southern  points,  and  also  to  issue  north-bound  tariffs  from 
Carolina  territory  and  such  other  tariffs  as  might  be  deemed 
expedient  from  time  to  time.  J.  J.  Cottrell  is  chairman. 
Offices  at  Richmond,  Va. 

Sec.  17.     VIRGINIA  FREIGHT  ASSOCIATION  TERRI- 
TORY. 

The  object  of  this  association  is  the  consideration  by  its 
members  of  Intrastate  rate  questions,  in  which  all  the  lines 
are  involved.  There  are  no  agreements  between  the  members, 
nor  is  any  member  obligated  to  maintain  any  condition  which 
some  of  the  other  members  may  feel  necessary  to  maintain ; 
in  other  words,  the  association  is  mutually  beneficial  without 
in  any  way  being  in  restraint  of  trade  as  understood  by  the 
law.  The  association  issues  no  tariffs  or  publications  of  any 
character.    It  is  a  body  organized  for  the  main  purpose  of  hold- 


278        AMERICAN  COMMERCE  ASSOCIATION 

ing  occasional  meetings  and  discussing  questions  of  mutual 
interest  that  can  be  better  handled  in  such  manner  than  by- 
correspondence.  It  is  composed  of  the  lines  that  serve  the 
State  of  Virginia.  Mr.  E.  D.  Hotchkiss,  president;  Mr.  J.  C. 
Bailey,  secretary  and  treasurer. 

Sec.   18.     SOUTHERN  WEIGHING  AND   INSPECTION 
BUREAU  TERRITORY. 

This  territory  covers  all  points  east  of  the  Mississippi 
river,  south  of  the  Ohio  and  Potomac  rivers,  and  there  are 
also  included  in  the  membership  certain  coastwise  water  lines 
operating  from  Boston,  Providence,  New  York,  Philadelphia 
and  Baltimore  to  Virginia  and  South  Atlantic  ports.  There 
are  eleven  district  managers  with  offices  as  noted  below : 

F.  E.  Bozeman,  927  Grant  building,  Atlanta,  Ga. 

J.  A.  Bradburg,  201  Wool  Exchange  building.  New  York, 
N.  Y. 

J.  E.  Bush,  814  Woodward  building,  Birmingham,  Ala. 

L.  F.  Hanks,  309  Neave  building,  Cincinnati,  Ohio. 

L.  P.  Jones,  413  Loan  and  Exchange  building,  Columbus, 
S.  C. 

B.  E.  Leanard,  409  Consolidated  building,  Jacksonville,  Fla. 

J.  G.  Markey,  1023  Mutual  building,  Richmond,  Va. 

J.  G.  Norman,  1105  James  building,  Chattanooga,  Tenn. 

A.  W.  Pitner,  800  Stahlman  building,  Nashville,  Tenn. 

J.  J.  Prendergast,  704  Hibernia  Bank  building,  New  Or- 
leans, La. 

H,  A.  Russell,  403  Commercial  National  Bank  building, 
Charlotte,  N.  C. 

Sec.  19.    SOUTHERN  FREIGHT  ASSOCIATION  TERRI- 
TORY. 

The  Southern  Freight  Association  consists  of  six  railroads 
and  two  transfer  companies  —  the  Illinois  Central  Railroad, 
Louisville  &  Nashville  Railroad,  Mobile  &  Ohio  Railroad, 
Southern  Railway,  St.  Louis,  Iron  Mountain  &  Southern  Rail- 


TRAFFIC  GEOGRAPHY  279 

way,  St.  Louis  &  San  Francisco  Railroad,  St.  Louis  Transfer 
Company  and  the  Columbia  Transfer  Company. 

The  jurisdiction  covers  traffic  from  St.  Louis  to  Memphis, 
New  Orleans,  Mobile  and  other  Mississippi  river  points  and 
Gulf  ports  related  thereto;  also  from  St.  Louis  to  Ohio  river 
crossings  on  traffic  destined  to  Southeastern  and  Carolina 
territories. 

A.  D.  Hall,  chairman,  St.  Louis,  Mo.,  is  the  only  officer  of 
the  association. 


I 


CHAPTER  XIII. 


Miscellaneous  Rate  Construction  Points 

Sec.  1.    Ports  of  Export  and  Import  in  United 

States  and  Possessions. 
Sec.  2.    Gulf  Foreign  Freight  Committee  Ports. 
Sec  3.    Panama  Canal  Rate  Points. 
Sec.  4.    Tidewater  Ports. 

(1)  Atlantic  Coast  Ports. 

(2)  United  States  Pacific  Coast  Ports. 

(3)  Canadian  Ports. 

(a)  Canadian  Atlantic  Coast  Ports. 

(b)  Canadian  Pacific  Coast  Ports. 

(4)  Mexican  Ports. 


(281) 


CHAPTER  XIII. 


Miscellaneous  Rate  Construction  Points 


Sec.  1.    PORTS  OF  EXPORT  AND  IMPORT  IN  UNITED 
STATES  AND  POSSESSIONS. 

There  are  a  number  of  points  in  the  United  States  and 
possessions  to  and  from  which  goods  are  transported  by  water, 
some  of  which  have  bonded  warehouses,  as  follows : 

(1)    Ports  to  which  merchandise  may  be  transported  without 
appraisement  under  the  act  of  June  10,  1880. 


Albany,  N.  Y. 
Astoria,  Ore. 
Atlanta,  Ga. 
Baltimore,  Md. 
Bangor,  Me. 
Bath,  Me. 
Bellingham,  Wash 
Birmingham,  Ala. 
Boston,  Mass. 
Bridgeport,  Conn. 
Buffalo,  N.  Y. 
Burlington,  Vt. 
Calais,  Me. 
Charleston,  S.  C. 
Chattanooga,  Tenn 
Chicago,  111. 
Cincinnati,  Ohio. 
Cleveland,  Ohio. 
Coal  City,  111.  _ 
Columbus,  Ohio. 
Corry,  Pa. 
Council  Bluffs, 

Iowa. 
Dayton,  Ohio. 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 
Dubuque,  Iowa. 
Duluth,  Minn. 
Dunkirk,  N.  Y. 
Durango,  Colo. 
Durham,  N.  C. 
Eagle  Pass,  Tex. 
Eastport,  Me. 
El  Paso,  Tex, 


Enfield,  Conn. 
Erie,  Pa. 
Evansville,  Ind. 
Everett,  Wash. 
Fall  River,  Mass. 
Fernandina,  Fla. 
Galveston,  Tex. 
Gladstone,  Mich. 
Gloucester,  Mass. 
Grand  Haven, 

Mich. 
Grand  Rapids, 

Mich. 
Green  Bay,  Wis. 
.Greenwich,  Conn, 
Hartford,  Conn. 
Honolulu,  Hawaii. 
Houston,  Tex. 
Indianapolis,  Ind. 
Jacksonville,  Fla. 
Kansas  City,  Mo. 
Key  West,  Fla. 
Knoxville,  Tenn. 
Laredo,  Tex. 
Lincoln,  Neb. 
Los  Angeles,  Cal. 
Louisville,  Ky. 
Marquette,  Mich. 
Memphis,  Tenn. 
Middletown,  Conn 
Milwaukee,  Wis. 
Minneapolis,  Minn 
Mobile,  Ala. 
Nashville,  Tenn< 


Newark,  N.  J. 
New  Bedford, 

Mass. 
New  Haven,  Conn. 
New  Orleans,  La. 
Newport,  R.  I. 
Newport  News, 

Va. 
New  York,  N.  Y. 
Niagara  Falls, 

N.Y. 
Nogales,  Ariz. 
Norfolk,  Va. 
Norwalk,  Conn, 
Oakland,  Cal. 
Ocala,  Fla. 
Ogdensburg,  N.  Y. 
Omaha,  Neb. 
Oswego,  N.  Y. 
Peoria,  111.  , 
Petersburg,  Va. 
Petoskey,  Mich. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Port  Arthur,  Tex. 
Port  Huron,  Mich. 
Portland,  Me. 
Portland,  Ore. 
Portsmouth,  N.  H. 
Port  Townsend, 

Wash. 
.Providence,  R.  I, 
Richmond,  Va. 
Rochester,  N,  Y. 


St.  Augustine,  Fla. 
St.  Joseph,  Mo, 
St.  Louis,  Mo, 
St.  Paul,  Minn, 
Sabine  Pass,  Tex. 
Saginaw,  Mich. 
Salt  Lake  City, 

Utah. 
San  Antonio,  Tex. 
San  Diego,  Cal. 
Sandusky,  Ohio. 
San  Francisco,  Cal. 
Sault  Ste.  Marie, 

Mich. 
Savannah,  Ga. 
Seattle,  Wash. 
Sioux  City,  Iowa. 
South  Manchester, 

Conn. 
Spokane,  Wash. 
Springfield,  Mass. 
Stamford,  Conn. 
Superior,  Wis. 
Syracuse,  N.  Y. 
Tacoma,  Wash. 
Tampa,  Fla. 
Titusville,  Pa. 
Toledo,  Ohio, 
Utica,  N.  Y. 
Vanceboro,  Me. 
Washington,  D.  C. 
Wilmington,  Del. 
Wilmington,  N.  C. 
Worcester,  Mass, 


(283) 


284        AMERICAN  COMMERCE  ASSOCIATION 


(2)    List  of  ports  at  which  bonded  warehouses  are  established. 


Albany,  N.  Y. 
Baltimore,  Md. 
Bangor,  Me. 
Bath,  Me. 
Belfast,  Me. 
Bonner's  Ferry, 

Idaho. 
Boothbay,  Me. 
Boston,  Mass. 
Bridgeport,  Conn. 
Brownsville,  Tex. 
Brunswick,  Ga. 
Buffalo,  N.  Y. 
Burlington,  Vt. 
Cape  Vincent,  N.  Y 
Castine,  Me. 
Chattanooga,  Tenn 
Chicago,  111. 
Cincinnati,  Ohio. 
Columbus,  Ohio. 
Corry,  Pa. 
Dayton,  Ohio. 
Denver,  Colo. 
Detroit,  Mich. 
Duluth,  Minn. 
Durham,  N.  C. 
Eagle  Pass,  Tex. 
Eastport,  Me. 


El  Paso,  Tex. 
Evansville,  Ind. 
Everett,  Wash. 
Fall  River,  Mass. 
Fernandina,  Fla. 
Galveston,  Tex. 
Gladstone,  Mich. 
Gloucester,  Mass. 
Grand  Rapids, 

Mich. 
Green  Bay,  Wis. 
Hartford,  Conn. 
Honolulu,  Hawaii. 
Houston,  Tex. 
.Indianapolis,  Ind. 
Kansas  City,  Mo. 
Key  West,  Fla. 
Laredo,  Tex. 
Lincoln,  Neb. 
Los  Angeles,  Cal. 
Louisville,  Ky. 
Memphis,  Tenn. 
Minneapolis,  Minn 
Milwaukee,  Wis. 
New  Haven,  Conn. 
New  London, 

Conn. 


New  Orleans,  La. 
Newport  News, 

Va. 
Newark,  N.  J. 
New  York,  N.  Y. 
Niagara  Falls, 

N.  Y. 
Ogdensburg,  N.  Y. 
Omaha,  Neb. 
Oswego,  N.  Y. 
Pensacola,  Fla. 
Perth  Amboy,  N.  J 
Petersburg,  Va. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Plattsburg,  N.  Y. 
Port  Huron,  Mich. 
Portal,  N.  D. 
Portland,  Me. 
Portland,  Ore. 
Portsmouth,  N  H. 
Port  Townsend, 

Wash. 
Providence,  R.  L 
Provincetown, 

Mass. 


Richmond,  Va. 
Rochester,  N.  Y. 
St.  Joseph,  Mo. 
St.  Louis,  Mo. 
St.  Michael, 

Alaska. 
St.  Paul,  Minn. 
Salem,  Mass. 
San  Diego,  Cal. 
San  Francisco,  Cal. 
San  Juan,  P.  R. 
,Saut  Ste.  Marie, 

Mich. 
Savannah,  Ga. 
Seattle,  Wash. 
Skagway,  Alaska. 
Spokane,  Wash. 
Springfield,  Mass. 
Superior,  Wis. 
Syracuse,  N.  Y. 
Tacoma,  Wash. 
Tampa,  Fla. 
Toledo,  Ohio. 
Utica,  N.  Y. 
Wilmington,  Del. 
Wilmington,  N.  C. 


(3)     List  of  ports  where  no  bonded  warehouse  is  established, 

but  where  customhouse  premises  are  used  for 

storage  of  bonded  merchandise. 


Aguadilla,  P.  R. 
Arecibo,  P.  R. 
Arroyo,  P.  R. 
Charleston,  S.  C. 
Cleveland,  Ohio. 


Fajardo,  P.  R. 
Humacao,  P.  R. 
Jacksonville,  Fla. 
Marquette,  Mich. 
Mayaguez,  P.  R. 


Nashville,  Tenn. 
Norfolk,  Va. 
Peoria,  111. 
Ponce,  P.  R. 


Sandusky,  Ohio. 
Washington,  D.  C. 
(Georgetown). 
Worcester,  Mass. 


Sec.  2.   GULF  FOREIGN  FREIGHT  COMMITTEE 
PORTS. 

The  following  are  the  Gulf  Foreign  Freight  Committee 
Ports  under  the  jurisdiction  of  the  Gulf  Foreign  Freight  Com- 
mittee, E.  B.  Boyd,  Agent,  offices  at  Chicago. 

Algers,  La.  Gulf  Port,  Miss. 

Bomar,  Tex.  Key  West,  Fla. 

Corpus  Christi,  Mobile,  Ala. 

Tex.  New  Orleans,  La. 

Galveston,  Tex.  Pensacola,  Fla. 


Port  Arthur,  Tex.  Texas  City,  Tex. 
Port  Bolivar,  Tex.  Veltin,  La. 
Port  Chalmette,      Westwego,  La. 
La. 


TRAFFIC  GEOGRAPHY  285 

Sec.  3.     PANAMA  CANAL  RATE  POINTS. 

The  Panama  Canal  Rate  Points  are  points  named  in  the 
tariffs  applying  through  the  Panama  Canal  as  follows : 
Balboa.  Colon.  Panama  City. 

Sec.  4.     TIDEWATER  PORTS. 

(1)  Atlantic  Coast  Ports. 

The  following  are  the  principal  Atlantic  coast  ports  in  the 

United  States: 

Baltimore,  Md.  East  Boston,  Mass.  New  York,  N.  Y.  Portsmouth,  Va. 

Boston,  Mass.  Jacksonville,  Fla.     Norfolk,  Va.  Providence,  R.  I. 

Brookl)-n,  N.  Y.  Jersey  City,  N.  J.     Philadelphia,  Pa.  Savannah,  Ga. 

Brunswick,  Ga.  Newport  News,       Portland,  Me.  Wilmington,  N.  C. 

Charleston,  S.  C.  Va.                        Port  Royal,  S.  C. 

(2)  Pacific  Coast  Ports. 
The  Pacific  Coast  Ports  are  as  follows : 

Albina,  Ore.  Oakland,  Cal.  San  Diego,  Cal.        Seattle,  Wash. 

East  Portland,  Ore.Redondo  Beach,  San  Francisco,  Cal.Tacoma,  Wash. 

East  San  Pedro,  Cal.  San  Pedro,  Cal. 

Cal. 

(3)  Canadian  Ports. 

The  Canadian  Ports  are  divided  into  the  Atlantic  Coast  and 
Pacific  Coast  Ports,  and  are  as  follows : 

(A)     Canadian  Atlantic  Coast  Ports. 

Halifax,  N.S.  Point  Levi,  P.  Q.     St.  John,  N.  B.         West  St.  John, 

Montreal,  P.  Q.       Quebec,  P.  Q.  Sydney,  N.  S.  N.  B. 

(B)     Canadian  Pacific  Coast  Ports. 

Prince  Rupert,        Vancouver,  B.  C.     Victoria,  B.  C. 
B.C. 

(4)  Mexican  Ports. 

Guaymas.  Mazatlan.  San  Bias.  Topolobampo. 

Hermosillo.  Progresso.  Santa  Cruz.  Vera  Cruz. 

Manzanillo.  Puerto  Mexico.       Tampico. 


CHAPTER  XIV. 

Glossary  of  Terms:   also  Agencies  Publishing 
Tariffs  and  a  Directory  of  State  Com- 
missions and  Associations 

Sec.  1.  Definition  of  Terms. 

Sec.  2.  Chiefs  of  Railroad  Tariff  Bureau. 

Sec.  3.  Chairman  of  Tariff  Agencies. 

Sec.  4.  Railroad  Claim  Agents. 

Sec.  5.  The  State  Commissions. 

Sec.  6.  The  Interstate  Commerce  Commission. 

Sec.  7.  Canadicin  Railway  Commission. 


(287) 


CHAPTER  XIV. 

Agencies  Publishing  Tariffs  and  a  Directory  of 
State  Commissions  and  Associations 

Sec.  1.     DEFINITION  OF  TERMS. 

There  are  terms  and  expressions  used  in  traffic  work  which 
are  of  and  particularly  distinctive  of  transportation,  and  were 
adopted  into,  or  became  part  of,  the  language  of  transpor- 
tation through  custom  or  peculiar  significance.  It  has  been 
deemed  best  to  define  such  terms  and  expressions  as  they 
come  up  in  the  text  rather  than  undertake  to  publish  them  in 
the  form  of  a  glossary  or  lexicon  of  phrases.  The  place  to 
define  a  term  in  order  to  give  it  its  proper  meaning  is  where 
it  is  used  in  the  subject-matter. 

Sec.  2.     CHIEFS  OF  RAILROAD  TARIFF  BUREAU. 

The  names  of  the  Chiefs  of  Tariff  Bureau,  where  the  car- 
rier has  such  an  officer,  may  be  ascertained  by  reference  to  the 
list  of  officers,  of  the  particular  line,  as  published  in  the  cur- 
rent Official  Railway  Guide  (National  Railway  Publication 
Company,  75  Church  street,  New  York,  N.  Y.). 

Sec.  3.     CHAIRMEN  OR  AGENTS  OF  FREIGHT  ASSO- 
CIATIONS OF  TRAFFIC  BUREAUS. 

The  names  of  the  Chairman  or  Agent  of  the  freight  asso- 
ciations or  traffic  bureaus  may  be  ascertained  by  reference  to 
the  Official  Railway  Guide,  Quarterly  Supplement,  issued 
January,  April,  July  and  October. 

Sec.  4.  RAILROAD  FREIGHT  CLAIM  AGENTS. 

The  name  and  address  of  overcharge,  and  loss  and  damage 
claim   agents  to  whom   claim   correspondence   should  be   di- 

(289) 


290 


AMERICAN  COMMERCE  ASSOCIATION 


rected,  may  be  ascertained  by  consulting  the  list  of  officers, 
of  the  various  lines,  as  published  in  the  current  Official  Rail- 
way Guide. 

Sec.  5.    STATE  RAILROAD  COMMISSIONS. 


Alabama  Railroad  Commission. 

Montgomery,  Ala. 

Clias.  Henderson,  President. 

Leon  MeCord. 

Frank  X.  Julian. 

S.  P.  Kennedy,  Secretary. 

Edgar  B.  Kay,  Consulting  Engi- 
neer. 

R.  TV.  Solomon,  Rate  Clerli. 

Miss  LlUian  B.  Lipscomb,  Reporter 
and  Stenographer. 

Arizona  Corporation  Commis- 
sion. 
Phoenix,  Ariz. 

TT.  P.  Geary,  Chairman. 

A.  W.  Cole. 

F.  A.  Jones. 

Frank  De  Sonza,  Secretary. 

Railroad  Commission  of  Arkan- 
sas. 
Little  Rock,  Ark. 

W.  F.  McKnIght,  Chairman. 
Geo.  W.  Bellamy,  Commissioner. 
J.  Sam  Rowland,  Commissioner. 
Ernest  Tipton,  Secretary. 
H.  JI.  Gregory,  Rate  Expert- 
Railroad  Commission  of  the  State 
of  California. 
833  Market  St.,  San  Francisco. 
John  M.  E.shleman,  President. 
H.  D.  LoTeland. 
Alex.  Gordon. 
Max  Thelen. 
E.  O.  Edgerton. 
Charles  R.  Detrick,  Secretary. 
H.  H.  Sanborn,  Rate  Expert. 
W.  C.  Earle,  Chief  Engineer. 
Li.  R.  Reynolds,  Auditor. 
P.  A.  Slnsheimer,  Bond  Expert. 

Railroad   Commission  of  Colo- 
rado. 
Denver,  Colo. 
Aaron  P.  Anderson,  President. 
Sheridan  S.  Kendall,  Commissioner. 
George  T.  Bradley,  Commissioner. 
John   W.   Flintham,  Assistant   Sec- 
retary. 

Connecticut  Public  Utilities  Com- 
mission- 
Hartford,  Conn. 

Richard  T.  Higglns,  Chairman. 

Theo.  B.  Ford. 

John  H.  Hale. 

Henry  F.  Blllinga,  Secretary. 


Railroad   Commissioners  for  the 
State  of  Florida. 
Tallahassee,  Fla. 

R.  Hudson  Burr,  Chairman. 

N.  A.  Blitch. 

Royal  C.  Dunn. 

J.  Will  Yon,  Secretary. 

F.  M.  Hudson,  Counsel. 

F.  P.  Damon,  Inspecting  Engineer. 

J.  H.  Tench,  Rate  Expert. 

Railroad  Commission  of  Georgia. 
Atlanta,  Ga. 

Chas.  Mnrphey  Candler,  Chairman. 

George  Hillyer,  Vice  Chairman. 

Joseph  F.  Gray. 

Paul  B.  Trammell. 

James  A.  Perry. 

Campbell  Wallace,  Secretary. 

J.  Prince  Webster,  Rate  Expert. 

James  K.  Hines,  Special  Attorney. 

Idaho  Public  Utilities  Commis- 
sion. 
Boise,  Idaho. 

J.  A.  BlomquLst,  President. 
Axel  P.  Ram-stedt. 
Judge  D.  W.  Standrod. 
E.  G.  Gallet,  Secretary 

Public  Utilities  Commission  of 
Illinois. 

Springfield,  HI. 

James  E.  Qnan,  Chairman. 
O.  P.  Thompson. 
Richard  Yates. 
Frank  H.  Funk. 
W  alter  A.  Shaw. 
William  Kilpatriok,  Secretary. 
Chas.  J.  Smith,  Assistant  Secretary. 
Frank  G.  Ewald,  Consulting  Engi- 
neer. 
Thos.  Ii.  Wolf,  Rate  Clerk. 

Public  Service  Commission  of 

Indiana. 

Indianapolis,  Ind. 

Thomas  C.  Duncan,  Chairman. 

John  F.  McClnre, 

Frank  E.  Payne. 

James  L.  Clark. 

Charles  J.  Murphy. 

J.  L.  Reiley,  Secretary. 

Charles  G.  Stewart,  Clerk. 

M.  T.  Brady,  Tariff  Clerk. 

H.  O.  Garman,  Engineer. 


TRAFFIC  GEOGRAPHY 


291 


Sec.  5.    State  Railroad  Commissions  —  Continued. 


Iowa  Board  of  Railroad  Commis- 
sioners. 
Des  Moines,  Iowa. 
Clifford  Tliorue,  Chairman. 

D.  J.  Palmer. 
N.  S.  Ketchum. 

George  L.  McCanghan,  Secretary. 

W.  H.  Henry,  Clerk. 

A.  D.  Beals,  Rate  Clerk. 

J.  H.  Henderson,  Commerce  Coun- 
sel. 

Dwight  N.  Le^vi^,  Assistant  Com- 
merce Counsel. 

Kansas  Public  Utilities  Commis- 
sion. 
Topeka,  Kan. 
C.  F.  Foley,  Chairman. 
James  A.  Cable. 
John  31.  Klnkel. 
W'.  P.  Feder,  Secretary. 
J.  H.  Close,  Asst.  Secretary. 
T.  J.  Strickler,  Engineer. 
A.  E.  Helm,  Rate  Clerk. 
W.  L.  Monson,  Asst.  Rate  Clerk. 
Geo.     H.     Fleishman,     Asst.     Rate 

Clerk. 
W.  G.  Grice,  Reporter. 

Kentucky    Railroad    Commission. 

Frankfort,  Ky. 

Li.  B.  Finn,  Chairman. 

Wm.  F.  Klair. 

H.  G.  Garrett. 

W.  J.  J.  Preuss,  Rate  Clerk. 

R.  Tobin,  Secretary. 

Railroad  Commission  of  Louisi- 
ana. 
Baton  Rouge,  La. 

Shelby  Taylor,  Chairman. 

Henry  B.  Schrelber. 

Bark  A.  Bridges. 

Henry  Jastremskl,   Secretary. 

W.  31.  Barrow,  Counsel. 

Railroad  Commission  of  Maine. 
Augusta,  Me. 
Elmer  P.  Spoflord,  Chairman. 
Frank  Kelzer. 
John  A.  Jones. 
Geo.  F.  Giddings,  Clerk. 
Elmer  E.  Parkman,  Asst.  Clerk. 

Maryland  Public  Service  Com- 
mission. 
Builders'  Exchange  Building,  Balti- 
more, Md. 
N.   E.   Corner   Charles  and  Lexing- 
ton Streets. 
Philip  D.  Laird,  Chairman. 
Albert  G.  Towers. 

E.  Clay  Timanus. 

Benjamin  T.  Fendall,  Secretary. 
Wm.  C.  Bruce,  Gen'l  Counsel. 
Osborne  I.  Yellott,  Assistant  Gen'l 

Counsel. 
Chas.  E.  Phelps,  Jr.,  Chief  Engr. 


Massachusetts  Public  Service 
Commission. 

Frederick  J.  3IacLeod,  Chairman. 

George  W".  Anderson. 

Everett  E.   Stone. 

Clinton  A\'hite. 

George  W".  Bishop. 

Andrew  A.  Highlands,  Secretary. 

Charles  E.  Mann,  Executive  Secre- 
tary. 

Allan  BrookB,  Assistant  Secretary. 

Lewis  E.  31oore,  Bridge  and  Signal 
Engineer. 

Massachusetts  —  Board     of     Gas 
and  Electric  Light  Commis- 
sioners. 
15  Ashburton  Place,  Boston. 

Forrest  E.  Barker,  Chairman. 

Slorris  Schafl. 

Alonzo  R.  Weed. 

Robert  G.  Tobey,  Chief  Clerk. 

Michigan  Railroad  Commission. 

Lansing,  Mich. 

Law^on  T.  Hemans,  Chairman. 

Cassins  L.  Glasgow. 

James  Seolly. 

Willard  >'.  Sweeney,  Secretary. 

James  Bice,  Inspecting  Engineer. 

R.  R.  Darwin,  Chief  Rate  Inspector. 

Minnesota  Railroad  and  Ware- 
house Commissioners. 
St.  Paul,  Minn. 

Ira  B.  Mills,  Chairman. 

Chas.  F.   Staples. 

Chas.  E.  Elmqnlst. 

A.  C.  Clansen,  Secretary. 

Thomas  Yapp,  Assistant  Secretary. 

A.  L.  Flynn,  Rate  Clerk. 

D.  F.  Jnrgensen,  Engineer, 

Lyndon  A.  Smith,  Counsel. 

Mississippi  Railroad  Commission. 

Jackson,  Miss. 

F.  31.  Sheppard,  President. 

George  R.  Edwards. 

W.  B.  Wilson. 

James  Galceran,  Secretary. 

Missouri  Public  Service  Commis- 
sion. 
Jefferson  City,  Mo. 

John  31.  Atkinson,  Chairman. 
Wm.  F.  Woemer. 
John  Kennish. 
Howard  B.  Shaw. 
Frank  A.  Wightman. 
Edwin  J.  Bean,  Counsel. 
T.  31.  Bradbury,  Secretary. 
C.  B.  Bee,  Rate  Expert. 


292 


AMERICAN  COMMERCE  ASSOCIATION 


Sec.  5.    State  Railroad  Commissions  —  Continued. 


Railroad  Commission  of  Mon- 
tana. 
Helena,  Mont. 

D.  Boyle,  Chairman. 

E.  A.  Morley. 
J.  H.  Hall. 

R.  F.  McLiaren,  Secretary. 
W.  J.  Uaynes,  Rate  Clerk. 

Nebraska  State  Railway  Com- 
mission. 
Capitol  Building,  Lincoln,  Neb. 

H.  T.  Clarke,  Jr.,  Chairman. 

Thomas  L<.  Hall. 

H.  G.  Taylor. 

A.  B.  Allen,  Secretary. 

U.  G.  Powell,  Rate  Clerk. 

C.  H.  Gerber,  Engineer. 

li.  E.  Wettlin^,  Accountant. 

Nevada  Public  Service  Commis- 
sion. 

Carson  City,  Nev. 

H.  P.  Bartlne,  Chairman. 
J.  F.  Shaughnessy. 
W.  H.   Simmons. 
E.  H.  Walker,  Secretary. 
W.  K.  Freudenberger,  Chief  Engi- 
neer. 

New  Hampshire  Public  Service 

Commission. 

Concord,  N.  H. 

Edward  C.  Nlles,  Chairman. 
John  E.  Benton,  Clerk. 
Thomas  W.  D.  Worthen. 
W.  H.  Timm,  Assistant  Clerk. 
John  W.  Storrs,  Chief  Inspector. 

Board  of  Public  Utility  Commis- 
sioners for  the  State  of  New 
Jersey. 
Trenton,  N.  J. 

Ralph  W.  E.  Donees,  President. 
Thomas  J.  Hillery. 
Winthrop   More  Daniels. 
Alfred  N.  Barber,  Secretary. 
Frank  H.  Sommer,  Counsel. 

State  Corporation  Commission  of 
New  Mexico. 

Santa  Fe,  N.  M. 

M.  S.  Groves,  Chairman. 

Hugh  H.  Williams. 

O.  li.  Owen. 

Edwin  F,  Coard,  Clerk. 

B.  P.  Seggerson,  Rate  Expert. 

Thos.  J.  Sanford,  Corporation  Clerk. 


New  York. 
New  York  Public  Service  Com- 
missions. 
First  District —  (Greater  New 
York.) 
New  York,  N.  T. 

Edward  E.  McCall,  Chairman. 
Mllo  R.  Maltbie. 
John  E.  Eustls. 
J.  Sergeant  Cram. 
George  V.  S.  W^illiams. 
Geo.  S.  Coleman,  Counsel. 
Travis  H.  Whitney,  Secretary. 
James  B.  W^alker,  Assistant  Secre- 
tary. 
Alfred  Craven,  Chief  Engineer. 

Second  District  —  (All  of  the  State 
Outside  Greater  Ne-w  York). 

Albany,  N.  Y. 
Martin  S.  Decker,  Chairman. 
James  E.  Sague. 
Devoe  P.  Hodson. 
Curtis  N.  Douglas. 
Frank  H.  Mott,  Secretary. 
Francis  X.  Disney,  Asst.  Secretary. 
LiCdyard  P.  Hale,  Counsel. 
W.  E.  Griggs,  Chief  of  TarifE  Bu- 
reau. 

North  Carolina  Corporation 
Commission. 
Raleigh,  N.  C. 
Ed'ward  L.  Travis,  Chairman. 
William  T.  Lee. 
George  P.  Pell. 
A.  J.  Maxwell,  Secretary. 

North  Dakota  Commissioners  of 
Railroads. 
Bismarck,  N.  D. 
W.  H.  Stutsman,  President. 
O.  P.  ]V.  Anderson. 
W.  H.  Mann. 
Walter  F.  Cushlng,  Secretary. 

Public  Utilities  Commission  of 

Ohio. 

Offices  —  New  First  National  Bank 

Building,  Columbus,  Ohio. 
O.  H.  Hughes,  Chairman. 
Edw.  W.  Doty. 
C.  C.  Marshall. 

C.  A.  Radcliffe,  Secretary. 

E.  H.  Hanna,  Auditor  and   Statis- 
tician. 

D.  S.  Archer,  Chief  Clerk. 

O.  P.  Gothlin,  Supt.  Bureau  of  Rates 

and  Service. 
li.  G.  WTiite,  Electrical  Expert. 
C.  V.  Critchfleld,  Gas  Expert. 
Geo.  X.  Cannon,  Telephone  Expert. 
J.    J.    Fox,    Inspector    Locomotive 

Boilers. 
W^m.     Stroup,     Inspector     Couplers 

and  Brakes. 
J.  B.  Dugan,  Inspector. 
O.  F.  McJunkin,  Inspector. 
John  Hussey,  Inspector. 
G.  J.  Nicholson,  TarifE  Expert. 


TRAFFIC  GEOGRAPHY 


293 


Sec.  5.     State  Railroad  Commissions  —  Continued. 


Corporation  Commission  of 

Oklahoma. 

Oklahoma  City,  Okla. 

J.  E.  Love,  Chairman. 
Georgre  A.  Henshaw. 
A.  P.  W^atson. 
J.  H.  Hyde,  Secretary. 

A.  I.  Thompson,  Engineer. 

Railroad  Commission  of  Oregon. 
Salem,  Ore. 

Frank  J.  Bfiller,  Chairman. 
Clyde  B.  Atchison. 
Thomas  K.  Campbell. 
Hylen  H.  Corey,  Secretary. 
Carl  Smith,  Assistant  Secretary. 
James  M.  Willey,  Jr.,  Auditor. 
T.  C.  Davles,  Rate  Clerk. 

E.  W.  Moreland,  Railroad  Engineer. 
Richard      H.      Dearborn,      Utilities 

Engineer. 

Public  Service  Commission  of  the 
Commonwealth  of  Pennsyl- 
vania. 
Harrisburg,  Pa. 

Nathaniel  ETving,  Chairman. 

S.  LiaRue  Tone. 

Samuel  W.  Pennypacker. 

Emory  R.  Johnson. 

Milton  J.  Brecht. 

Charles  P.  Wright. 

Frank  M.  "Wallace. 

Archibald  B.  Millar,  Acting  Secre- 
tary. 

William  N.  Trinkle,  Attorney. 

John  P.  Dohoney,  Investigator  of 
Accidents. 

George  A.  Wood,  Marshal. 

Rhode  Island  —  Public  Utilities 

Commission. 

Providence. 

W^illiam  C.  Bliss,  Chairman. 
Samuel  E.  Hudson. 
Robert  F.  Rodman. 

South  Carolina  Railroad  Com- 
mission. 
Columbia,  S.  C. 

John  G.  Richards,  Jr.,  Chairman. 
G.  McD.  Hampton. 

B.  Li.  Caughman. 

J.  P.  Darby,  Secretary. 

South  Dakota  Ralroad  Commis- 
sion. 
Pierre,  S.  D. 

F.  C.  Robinson,  Chairman. 

J.  J.  Murphy,  Vice-Chairman. 
W.  G.   Smith. 

P.  W.  Dougherty,  Counsel. 
T.  E.  Cassill,  Secretary. 


Tennessee  Railroad  Commission. 

Nashville,  Tenn. 
B.  A.  Enloe,  Chairman. 
H.  H.  Hannah. 
Frank  Avent. 
Miss  Willie  Fields,  Secretary. 

Railroad  Commission  of  Texas. 

Austin,  Tex. 

Allison  Mayfield,  Chairman. 
William  D.  AVilliams. 
Earle  B.  Mayfield. 

E.  R.  McLean,  Secretary. 
R.  D.  Parker,  Engineer. 

W.  E.  FitzGerald,  Expert  Acct. 
O.  D.  Huduall,  Rate  Clerk. 

Vermont  Public  Service  Commis- 
sion. 

Brattleboro,  Vt. 

Robert  C.  Bacon,  Chairman. 

^VilIiam  R.  AVarner. 

Park  H.  Pollard. 

Neil  D.  Clawson,  Clerk. 

State  Corporation  Commission  — 
Virginia. 
Richmond,  Va. 
Robert  R.  Prentis,  Chairman. 
Wm.  F.  Rhea. 
J.  Richard  Wingfleld. 
R.  T.  Wilson,  Secretary. 

Public  Utilities  Commission  of 

the  District  of  Columbia. 

Washington,  D.  C. 

Lleut.-Col.  Chester  Harding,  Corps 
of  Engineers,  U.  S.  Army, 
Chairman. 

Frederick  L.  Siddons. 

Oliver  P.  Newman. 

Captain  Julian  L,  Schley,  Corps  of 
Engineers,  U.  S.  Army,  Execu- 
tive Officer. 

Conrad  H.  Syme,  General  Counsel. 

J.  G.  W^illiams,  Statistician  and 
Accountant. 

H.  C.  Eddy,  Engineer. 

The  Public  Service  Commission 
of  Washington. 
Olympia,  Wash. 

M.  M.  Godman,  Chairman. 
Arthur  A.  Lewis. 
Frank  R.  Spinning. 
J.  H.  BroTFu,  Secretary. 

F.  S.  Burroughs,  Chief  Engineer. 
O.  O.  Calderhead,  Statistician. 

West  Virginia  Public  Service 

Commission. 

Charleston,  W.  Va. 

Lee  Ott,  Chairman. 
Howard  N.  Ogden. 
Charles  H.  Bronson. 
W^ade  C.  Kilmer. 
W^.  W^.  Whyte,  Secretary. 


294 


AMERICAN  COMMERCE  ASSOCIATION 


Sec.  5.    State  Railroad  Commissions  —  Concluded. 


Railroad  Commission  of  Wis- 
consin. 
Madison,  Wis. 
John  H.  Roemer,  Chairman. 
Halford  Erickson. 
David  HarloTce. 
liewls  E.  Gettle,  Secretary. 
C.  M.  Larson,  Engineer. 

Public  Utilities  Commission. 
Manila,  P.  I. 
Mariano  Cni,  Chairman. 
Stephen  Bonsai. 
Clyde  A.  DeWitt. 

Manitoba  Public  Utilities  Com- 
mission. 
"Winnipeg-,  Canada. 
H.  A.  Robson,  K.  C,  Commissioner. 
A.  W.  Smith,  Secretary. 

New  Brunswick  Public  Utilities 

Commission. 

St.  John,  New  Brunswick,  Canada. 

Geo.    O.    Dickson    Otty,    Chairman, 

P.  O.  Box  274,  St.  John. 
A.  B.  Connell,  K.  C. 
Felix  Michaud. 

Fred  P.  Robinson,  Clerk,  P.  O.  Box 
647,  Fredericton. 


Nova   Scotia  Board   of   Commis- 
sioners of  Public  Utilities. 

Technical  College  Bldg., 
Halifax,  N.  S. 

John  IT.  Ross,  K.  C,  Chairman. 

R.  T.  Macllreith,  K.  C,  Vice -Chair- 
man. 

Parker  R.  Colpitt. 

Laura  B.  Taylor,  Clerk  and  Secre- 
tary. 

The  Ontario  Railway  and  Munici- 
pal Board. 
Toronto,  Ont. 

D.  M.  Mclntyre,  K.  C,  Chairman. 
A.  B.  Ingram,  Vice-Chairman. 
H.  ]V.  Kittson,  Commissioner. 
H.  C.  Small,  Secretary. 

Quebec  Public  Utilities  Commis- 
sion. 
Quebec,  Canada. 

F.  W.  Hibbard,  K.  C,  President. 

Sir  George  Garnean. 

F.  C.  Laberge. 

M.  Jos.  Ahem,  Secretary. 


Sec.  6.     INTERSTATE  COMMERCE  COMMISSION. 

Washington,  D.  C. 


James  S.  Harlan,  of  Illinois,  Chair- 
man. 
Fdgar  E.  Clark,  of  Iowa. 
Jndson  C.   Clements,  of  Georgia. 
H.  C.  Hall,  of  Colorado. 
W.  M.  Daniels,  of  New  Jersey. 
Charles  C.  McChord,  of  Kentucky. 
Balthasar  H.  Meyer,  of  Wisconsin. 
George  B.  McGinty,  Secretary. 


Alfred  Holmead,  Assistant  Secre- 
tary. 

Lester  Sissler,  Chief  Clerk. 

J.  M.  Jones,  Chief  of  Bureau  of 
Tariffs. 

F.  W.  Sweney,  Chief  Examiner  of 
Accounts. 

W.  J.  Meyers,  Statistician. 


Sec.  7.    CANADIAN  RAILWAY  COMMISSION. 

Ottawa,  Ontario. 


Hon.  Henry  Ij.  Drayton,  Chief  Com- 
missioner. 

D'Arcy  Scott,  Assistant  Chief  Com- 
missioner. 

Hon.  M.  E.  Bernier,  Deputy  Chief 
Commissioner. 

James  31ills,  Commissioner. 

S.  J.  McLean,  Commissioner. 


A.  S.  Goodeve,  Commissioner. 
A.   D.   Cart^vright,   Secretary. 
G.  A.  Mountain,  Chief  Engineer. 
Jas.  Hardwell,  Chief  Traffic  Officer. 
A.  G.  Blair,  Law  Clerk. 
E.  A.  Primeau,  Assistant  Secretary. 
A.  J.  IVixon,  Chief  Operating  Officer. 
Clyde  Leavitt,  Chief  Fire  Insp. 


INDEX 


Pag« 

Agencies  promoting  Commerce,  Common  Carrier 19 

Agencies  publishing  tariffs:    Glossary  of  terms,   Directory  of 

State   Commissions  and  Associations    287-294 

Agents  or  chairmen  of  Freight  Associations  or  Traffic  Bureaus.         289 
Agricultural    Implements,    Annual    Production    of    in    United 

States— Plate  No.  2 66 

Allegheny  Plateau,  The   55,  56 

Annual  Production  of  Principal  Industries  in  the  United  States 

—Chart  of— Plate  No.  2 66 

Anthracite  Coal  Mining  Fields,  Map  No.  12 *78 

Anthracite  Coal,  Value  of.  Products  of  Mines — Plate  No.  6..  ..       *106 

Anthracite  Coal,  Value  of,  by  States — Plate  No.  3 *68 

Appalachian  Ridges,  The    54, 55 

Application  of  Classifications — Exceptions  to 172 

Area    of    the    United    States,    Territorial    Extension,    etc. — 

General 62,  63 

Area,  Pacific,  The 61,  62 

Associations,  Major  Traffic — Map  No.  18 148 

(See  Map  18 — Major  Traffic  Associations.) 

Atlantic  Coastal  Plain,  The 53 

Average  Percentage  of  Total  Shipments — Plate  No.  4,  viz.:..  72 

Manufactured  Articles. 
Merchandise. 
Miscellaneous  Products. 
Products  of  Agriculture. 
Products  of  Animals. 
Products  of  Forests. 
Products  of  Mines. 
Bakery  Goods,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Barley,  Oats,  Rice  and  Rye,  Products  of  Commerce 75,76 

Basin   Ranges    61 

Beets,   Sugar — Natural   Resources,   Distribution   of — Map   No. 
16  *82 


*Following. 

297 


298         AMERICAN  COMMERCE  ASSOCIATION 

Page 

Beginning   of   Commerce 11,12 

Bituminous  Coal  Mining  Fields — Map  No.  12 *76 

Bituminous  Coal,  Value  of.  Products  of  Mines— Plate  No.  6..  *106 

Bituminous  Coal,  Value  of  by  States— Plate  No.  3 *68 

Boots  and  Shoes,  Annual  Production  of  in  the  United  States — 

Plate  No.  2  66 

Butter  and  Cheese,  Products  of  Commerce 74 

Canadian  Classification  Territory    172 

Canadian  Classification  Territory — Map  No.  17 *168 

Canadian  Railway  Commission  294 

Carriages  and  Wagons,  Annual  Production  of  in  the  United 

States— Plate   No.  2 66 

Carriers,  Common,  Agencies  Promoting  Commerce 19 

Cars,  Street  and  Steam,  Annual  Production  of  in  the  United 

States— Plate  No.  2 66 

Cattle — Natural  Resources — Distribution  of — Map  No.  16 82 

Cattle  on  Farms — Map  No.  4 *S8 

Chairmen  or  Agents  of  Freight  Associations  or  Traffic  Bureaus.  289 

Chapters  Developing  the  Traffic  Flow 79-105 

Charges,  Transportation,  Effect  of 115 

Charges,  Transportation,  Nature  of 32-37 

Charges,  Transportation,  Relation  of  to   Industry  and   Com- 
merce      23, 24 

Chart   of  Annual    Production    of   Principal    Industries    in    the 

United  States— Plate  No.  2 66 

Cheese  and  Butter,  Products  of  Commerce 74 

Chemicals,  Annual  Production  of  in  the  United  States — Plate 

No.  2 66 

Chiefs  of  Railroad  Tariff  Bureaus 289 

Citrus  Fruits,  Natural  Resources,  Distribution  of — Map  16 *82 

Civilization,  Wants  of  Man,  Increase  with 41 

Classification  and  Traffic  Territories,  Origin  of 144-148 

Classification,  Exceptions  to  the  Application  of 172 

Classification  Governing  Interstate  Traffic    173-175 

Classification  Territories,  Different  Factors  Developing 167-169 

Classification  Territories,    Intrastate    (All    States)— Map    No. 

19  *174 

Classification  Territories,   The    165-175 

Classification  Territory,  Canadian   172 

Classification  Territory,  Canadian — Map  No.  17 *168 

Classification  Territory,  Interstate— Map  No.  17 *168 

Classification  Territory,  Mexican    172 

Classification  Territory,  Mexican — Map   No.   17 *168 

♦Following. 


TRAFFIC  GEOGRAPHY  299 

Page 

Classification  Territory,  Ofificial    169, 170 

Classification  Territory,  Official — Map  No.  17 *\68 

Classification  Territory,  Southern    171 

Classification  Territory,  Southern — Map  No.  17 *168 

Classification  Territory,    Southern,    Rate    Adjustment    Terri- 
tories in — Map  24 246 

(See   Map   24   Rate   Adjustment   Territories   in    Southern 

Classification  territory.) 

Classification  Territory,  State   173-175 

Classification  Territory,   Western    170 

Classification  Territory,  Western — Map  No.  17 *168 

Clay-Products  of  Mines,  Value  of — Plate  No.  6 *106 

Climate,  The  Most  Important  Factor  Controlling  Industry  and 

Commerce   42, 43 

Climatic  and  Natural  Conditions  as  Factors  in  Traffic  Flows..  104,  105 
Clothing,  Men's,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Clothing,    Women's,    Annual    Production    of    in    the    United 

States— Plate    No.   2 66 

Coal  and  Coal  Products — Products  of  Commerce 76,77 

Coal,  Anthracite,  Products  of  Mines,  Value  of — Plate  No.  6. ..  *106 

Coal,  Anthracite,  Valuation  of  by  States — Plate  No.  3 *68 

Coal,  Bituminous,  Products  of  Mines,  Value  of — Plate  No.  6..  106 

Coal,  Bituminous,  Value  of  by  States — Plate  No.  3 *68 

Coal  Mining  Fields — Map  12 76 

(See  Map  12 — Coal  Mining  Fields.) 

Coal,  Natural  Resources,  Distribution  of — Map  16 *82 

Coastal  Plain,  The  Atlantic 53 

Coflfee  and  Spices,  Annual  Production  of  in  the  United  States — 

Plate   No.  2' 66 

Columbian  Plateau,  The 60,  61 

Colorado   Plateau,   The 61 

Commerce,  Agencies  Promoting,   Common  Carriers 19 

Commerce  and  Industry,  Factors  Controlling 39-47 

Commerce  and  Industry,  Factors  Promoting 44,  45 

Commerce  and  Industry,  Movement  of  the  various  Products  of  94-97 

Commerce  and  Industry,  Natural  Conditions  affecting 42 

Commerce  and  Industry,  Products  of — Percentage  shipped...  92-94 

Commerce  and  Industry,  Relation  of  to  Railroads 90-92 

Commerce  and  Industry,  Relation  of  Transportation  charges 

to    23, 24 

Commerce  and  Industry,  Relation  of  Transportation  to 23 

Commerce  and  Industry,  Relation  of  Weather  to 45,  46 

Commerce,  Beginning    of , 11.12 

♦Following. 


300         AMERICAN  COMMERCE  ASSOCIATION 

Pass 

Commerce  Clause  of  the  Constitution 15, 16 

Commerce,  General   Meaning  of 16, 17 

Conunerce,  Leading  Products  of 65-78 

Commerce,  Products  of,  Distribution  of  the 41,  42 

Commerce,  Products  of.  Sources  of  the 49-63 

Commerce,  Technical   Meaning   of 17-19 

Commerce,  The    Nature    of 9-19 

Commerce,  The    Regulation    14, 15 

Commerce  to  Business,  Relation  of 13, 14 

Conmierce  Centers,  The  Leading 86-90 

Commercial,  Industrial  and  Traffic  Factors  Controlling  Traffic 

Flows    138-144 

Commissions,  State  Railroad,  also  Officials  of 290-294 

(See  State  Railroad  Commissions,  also  Officials  of.) 

Common  Carriers;  Agencies  Promoting  Commerce 19 

Comparative  R.  R.  Freight  Tonnage  of  Principal  Countries — 

Plate  No.  5 108 

(See  Plate  Xo.  5 — Comparative  R.  R.  Freight  Tonnage  of 

Principal  Countries.) 

Competition  and  Monopoly,  Railroad 31,  32 

Composite  View  of  the  Subject  Traffic — Introduction 4,  5 

Conditions  Affecting  Transportation   Service 97-104 

Conditions,  Climatic  and  Natural,  as  Factors  in  Traffic  Flows.  104,  105 

Conditions,  Natural,  Affecting  Commerce  and  Industry 42 

Construction  Points  and  Freight  Rate  Territories,  Origin  of..  .148-153 

Consumption — Production — Transportation    46,  47 

Controlling  Factors,  Industrj-  and  Commerce 39—47 

Copper  and  Other  Ores,  Products  of  Commerce 77,  78 

Copper,  Natural  Resources  of.  Distribution  of — Map  No.  16...  *82 

Copper,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Copper,  Value  of  by  States — Plate  No.  3 *68 

Corn,  Maximimi  Production  of — Map  No.  10 *74 

Corn,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Com,  Non-Productive  Area  of — Map  No.  10 *74 

Com  or  Maize,  Products  of  Commerce 74,  75 

Com,  Productive  Area  of — Map  No.  10 *74 

Cotton  Goods,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Cotton,  Maximum  Production  of — Map  No.  8 *84 

Cotton,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Cotton,  Non-Productive  Area  of — Map  No.  8 *84 

Cotton,  Productive  Area  of — Map  No.  8 *84 

Cotton,  Products  of  Commerce 73,  74 


^Following. 


TRAFFIC  GEOGR-\PHY  301 

Pass 
Cottonseed  and  Oil,  Annual  Production  of  in  the  United  States 

—Plate   No.  2 66 

Cows,  Dair>-,  on  Farms — Map  No.  9 *60 

Crops,  Forage,  Natural  Resources,  Distribution  of — Map  No.  16        *82 

Cross  Sectional  Diagram  of  the  United  States 51,  52 

Cross  Section  of  the  United  States — Plate  No.  1 *50 

Dairy  Cows  on  Farms — Map  No.  9 *60 

Dairying,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Dairy    Products,    Natural    Resources,    Distribution    of — Map 

No.  16   *82 

Definition  of  Terms 289 

Development  of  Classification  and  Trafific  Territories 133-163 

Director^'  of  State   Commissions  and  Associations,   Agencies 

Publishing  TariflFs  and  Glossary  Terms 287-294 

Discrimination,  Kinds  and  Effect  of 27-31 

Discrimination,  Nature   of    25-27 

Distribution  of  Natural  Resources 82,  83 

Distribution  of  Natural  Resources — Map  No.  16 *82 

Distribution  of  Population   81 

Distribution  of  the  Products  of  Commerce 41,  42 

Effects  and  Kinds  of  Discriminations 27-31 

Effects  of  Transportation  Charges 115 

Eggs,   Poultry,   Fish,   Oysters  and   Game,   Products  of   Com- 
merce            71 

Electrical  Apparatus,  Annual  Production  in  the  United  States — 

Plate   No.  2 66 

Equipment,  Railwaj-,  Necessary  for  Freight  Service 110-114 

Exceptions  to  the  Application  of  Classifications 172 

Factors  Controlling  Industry  and   Commerce 39-47 

Factors  Controlling  the  Location  of  Industries 85-86 

Factors  Developing  the  Different  Classincation  Territories. .  .167-169 

Factors  Developing  the  Traffic  Flow 79-105 

Factors  Promoting  Industry  and  Commerce 44,  45 

Farms,  Cattle  on — Map  No.  4 *58 

Farms,  Dairy  Cows  on — Map  No.  9 *60 

Freight   Associations   or   Traffic    Bureaus,    Agents    or    Chair- 
men   of    289 

Freight  Claim   Agents,   Railroad 289, 290 

Freight  Rate  Territories  and  Rate    Construction   Points,   Or- 
igin of   148-153 

Freight  Service,  Railway  Equipment  Necessary 110-114 

Freight  Ser^-ices  Required   107-131 

♦Following. 


302         AMERICAN  COMMERCE  ASSOCIATION 


Freight  Tonnage,   Comparative  Railroad,  of  Principal   Coun- 
tries    108 

(See  Plate  No.  5 — Comparative  Railroad  Freight  Tonnage 
of  Principal  Countries.) 

Fish,  Eggs,  Poultry,  Oysters  and  Game,  Products  of  Commerce  71 

Fisheries,  Natural  Resources,  Distribution  of — Map  No.  16....  *82 

Flour  and  Wheat,  Products  of  Commerce 72,  73 

Flour  Mill    Products,    Annual    Production    of    in    the    United 

States— Plate-  No.   2 66 

Forage,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Forage  and  Hay,  Maximum  Production  of — Map  No.  5 *56 

Forage  and  Hay,  Non-Productive  Area  of — Map  No.  5 *S6 

Forage  and  Hay,  Productive  Area  of — Map  No.  5 *56 

Forage  Crops,     Natural     Resources,     Distribution     of — Map 

No.   16    *82 

Forage  Fruit,  Natural  Resources,  Distribution  of — Map  No.  16  *82 

Forest  Products,  Manufactured  Value  of  by  States — Map  No.  6  *70 
Foundry    Products,    Annual    Production    of    in    the    United 

States— Plate   No.   2 66 

Fruits,  Citrus,  Natural  Resources,  Distribution  of — Map  No.  16  *82 

Fruit,  Forage,  Natural  Resources,  Distribution  of — Map  No.  16  *82 

Fruits,  National  Resources,  Distribution  of — Map  No.  16 *82 

Furniture,  Annual  Production  of  in  the  United  States — Plate 

No.  2   66 

Game,   Poultry,   Eggs,   Fish  and   Oysters,   Products   of   Com- 
merce      71 

Gas,  Annual  Production  of  in  the  United  States — Plate  No.  2..  66 

Gas,  Natural  and  Petroleum,  Value  of  by  States — Plate  No.  3..  *68 

General  Meaning  of  Commerce 16, 17 

General  Products   of    Commerce 78 

General  Territorial  Extension  of  the  United  States,  Area,  etc..  62,63 
Geography,   Traffic,    Importance    of  a    Knowledge    of — Intro- 
duction     3, 4 

Geography,  Traffic,  The  Value  of — Introduction 3-8 

Glossary  of  Terms:  Agencies  Publishing  Tariffs  and  Directory 

of  State  Commissions  and  Associations 287-294 

Good  Soil,  Importance  of 44 

Goods  Shipped,  Nature  of 109,  110 

Grain,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Granite,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Granite,  Trap  Rock,  Products  of  Mines — Value  of — Plate  No.  6  *106 

Great  Plains,  The 59,  60 

Gulf  Plains,  The 56,  57 


♦Following. 


TRAFFIC  GEOGRAPHY  303 

Page 

Gypsum,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Hay  and  Forage,  Maximum  Production — Map  No.  5 *56 

Hay  and  Forage,  Non-Productive  Area — Map  No.  5 *56 

Hay  and  Forage,  Productive  Area  of — Map  No.  5 *56 

Hemp,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Hop,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Horses,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Hosiery  and  Knit  Goods,  Annual  Production  of  in  the  United 

States— Plate   No.   2 66 

Importance  of  a  Knowledge  of  Traffic  Geography — Introduc- 
tion      3, 4 

Importance  of  Good  Soil 44 

Industrial,  Commercial  and  Traffic  Factors  Controlling  Traffic. 138-144 

Industries,  Factors  Controlling  the  Location  of 83-86 

Industries,  Principal  Production  of  in  the  United  States,  An- 
nual Chart  of— Plate  No.  2 66 

Industry  and  Commerce,  Factors  Controlling 39-47 

Industry  and  Commerce,  Factors  Promoting 44,  45 

Industry  and    Commerce,   Movements   of   the    Various    Prod- 
ucts of   94-97 

Industry  and  Commerce,  Natural  Conditions  Affecting 42 

Industry  and  Commerce,  Products  of.  Percentage  of  Shipped.  92-94 

Industry  and  Commerce,  Relation  of  to  Railroads 90-92 

Industry  and  Commerce,  Relation  of  Transportation  to 23 

Industry  and  Commerce,  Relation  of  Transportation  Charges 

to   23, 24 

Industry  and  Commerce,  Relation  of  Weather  to 45,  46 

Introduction  3-8 

Iron  and  Steel,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Iron  and  Steel,  Products  of  Commerce 68,  69 

Iron  Ore,  Natural  Resources,  Distribution  of — Map  No.  16...  *82 

Iron  Ore,  Value  of  by  States — Plate  No.  3 *68 

Iron,  Products  of  Mines — Plate  No.  6 *106 

Interstate  Classification  Territories — Map  No.  17 *168 

Interstate  Commerce   Commission — Officials,   etc 294 

Intrastate  Traffic,  Classifications  Governing 173-175 

Kinds  and  Effects  of  Discriminations 27-31 

Kinds  of    Transportation    Service 114 

Knit  Goods  and  Hosiery,  Annual  Production  of  in  the  United 

States— Plate   No.   2 66 

Lake   Plains,   The 58,  59 

Land,  Improved,  Proportion  of  to  Total  Area — Map  No.  3 *62 


♦Following. 


304         AMERICAN  COMMERCE  ASSOCIATION 

Paga 

Lead  and  Zinc  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Lead  or  Zinc,  Value  of  by  States — Plate  No.  3 *68 

Leading  Commercial    Centers,    The 86-90 

Leading  Minerals,  Value  of  by  States — Plate  No.  3 *68 

Leading  Products  of  Commerce,  The 65-78 

Lead,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Leather,  Tanning,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Lignite  and  Sub-Bituminous  Coal  Mining  Fields — Map  No.  12.  *76 

Limestone,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Limestone,  Value  of  by  States — Plate  No.  3 *68 

Liquor,   Malt,  Annual  Production  of  in   the   United   States — 

Plate   No.  2 66 

Liquors,  Distilled,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Location  of  Industries,  Factors  Controlling 83-86 

Lumber   and    Timber,    Annual    Production    of    in    the    United 

States— Plate   No.   2 66 

Lumber  and  Lumber  Products,  Products  of  Commerce 71,72 

Maize  or  Corn,  Products  of  Commerce 74,  75 

Major  Traffic  Associations 148 

(See  Map  18 — Major  Traffic  Associations.) 
Manufactured  Forest  Products,  Value  of  by  States — Map  No.  6  *70 
Manufactured   Products,  Average    Percentage    of  Total   Ship- 
ments—Plate   No.   4 93 

Manufacturing  Products,  Value  of  by  States — Map  No.  13 *78 

Map  No.  1 — Mean  Annual  Precipitation  in  the  United  States..  *42 

Map  No.  2 — Physiographic  Regions  of  the  United  States *52 

Map  No.  3 — Proportion  of  Improved  Land  to  Total  Area *62 

Map  No.  4 — All  Cattle  on  Farms ♦SB 

Map  No.  5 — Hay    and    Forage — Maximum    Production,    Pro- 
ductive and  Non-Productive  Areas *56 

Map  No.  6 — Value  of  Manufactured  Forest  Products  by  States  *70 
Map  No.  7 — Maximum  Production,  Productive  and  Non-Pro- 
ductive  Areas    *72 

Map  No.  8 — Maximum  Production,  Productive  and  Non-Pro- 
ductive  Areas    *72 

Map  No.  9 — Dairy  Covins  on  Farms *60 

Map  No.  10 — Corn — Maximum     Production,    Productive    and 

Non-Productive  Areas *74 

Map  No.  11 — Oats — Maximum     Production,     Productive     and 

Non-Productive  Areas    *74 

Map  No.  12— Coal  Mining  Fields *76 


*Following, 


TRAFFIC  GEOGRAPHY  305 

Page 

Map  No.  13 — Value  of  Products  of  Manufacturing  by  States..        *78 

Map  No.  14 — Value  of  Products  of  Mines  and  Quarries *!! 

Map  No.  15 — Population  of  United  States  per  square  mile  by 

States    *80 

Map  No.  16 — Natural   Resources — Distribution   of *82 

Map  No.  17 — Classification   Territories — Interstate    *168 

Map  No.  18 — Major  Traffic  Associations,  viz *148 

Associated  Railways  of  the  Virginias  and  Carolinas  Ter- 
ritory. 

Canadian  Freight  Association  Territory. 

Central  Freight  Association  Territory. 

New  England  Freight  Association  Territory. 

Southeastern  Freight  Association  Territory. 

Southeastern  Mississippi  Valley  Association  Territory. 

Southwestern  Tariff  Committee  Territory. 

Trans-Continental  Freight  Bureau  Territory. 

Trans-Missouri  Freight  Bureau  Territory. 

Trunk  Line  Association  Territory. 

Western  Trunk  Line  Committee  Territory. 
Map  No.  19 — Classification   Territories — Intrastate    *17-! 

(All  states  in  United  States.) 
Map  No.  20 — Traffic  Flows  as  explained  on  Pages  136  and  137       *136 
Map  No.  21 — Minor  Freight  Associations,  viz *158 

Colorado  Freight  Bureau  Territory. 

Colorado-Utah  Freight  Bureau  Territory. 

Illinois   Freight  Committee  Territory. 

Local  Utah  Freight  Committee  Territory. 

Michigan  Freight  Committee  Territory. 

Middle  States  Freight  Association  Territory. 

Mississippi  Valley  Freight  Association  Territory. 

Pacific  Coast  Freight  Bureau  Territory. 
Map  No.  22 — Territorial  Groups  in  Trans-Continental  Freight 

Bureau  Tariffs    *224 

Map  No.  23 — Territorial   Groups  and  Texas   Common   Points 

Territory  in  Southwestern  Tariff  Committee  Tariffs *226 

Map  No.  24 — Rate  Adjustment  Territories  in  Southern   Clas- 
sification Territory,  viz *246 

Atlanta  Sub-Territory. 

Carolina  Territory  South  of  Walhalla  Line. 

Green  Line  Territory. 

Mississippi  Valley  Territory. 

Montgomery  Sub-Territory. 
Map  No.  25 — Trans-Mississippi  and  Northwestern  Territories.       *218 


♦Following. 


306         AMERICAN  COMMERCE  ASSOCIATION 

Page 

Marble,  Natural  Resources,  Distribution  of — Map  No.  16 ♦SZ 

Marble,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Ma!rkets  and  Traffic  Flows 135-137 

Maximum  Production  of  Corn — Map  No.  10 *74 

Maximum  Production  of  Cotton — Map   No.  8 *84 

Maximum  Production  of  Forage  and  Hay — Map  No.  5 *56 

Maximum  Production  of  Oats — Map  No.  11 *86 

Maximum  Production  of  Wheat — Map  No.  7 *12 

Mean  Annual  Precipitation  in  the  United  States — Map  No.  1..         *42 

Meaning  of   Commerce,   General 16,  17 

Meaning  of   Commerce,    Technical 17-19 

Member  Lines  and  Officials  of  Traffic  Associations  in  Official 
Classification  Territory,  viz.: 

Canadian    Freight   Association 201 

Central   Freight  Association 181-200 

Chicago  &  Ohio  River  Committee 210,  211 

Michigan  Freight  Committee  (Officials  only) 212 

Middle  States  Freight  Association  (Officials  only) 209,  210 

New  England  Freight  Association  Territory 179,180 

Trunk  Line  Association 180-181 

St.   Louis-Cincinnati-Louisville   Freight   Committee    (Offi- 
cials only)    213 

Member  Lines  and  Officials  of  Traffic  Associations  in  Southern 
Classification  Territory,  viz.: 

Southeastern  Freight  Association 249-251 

Southeastern  Mississippi  Valley  Association 247-249 

Southern    Freight   Association 278,  279 

Southern  Weighing  &  Inspection  Bureau  (Officials  only).         278 

Virginia  Freight   Association    277, 278 

Virginia  Lines  Tariflf  Bureau   (Officials  only) 277 

Member  Lines  and  Officers  of  Traffic  Associations  in  Western 
Classification  Territory,  viz.: 

Canadian  Freight  Association — Western  Lines 243 

Colorado-Utah  Freight  Bureau  (Officials  only) 223,224 

Pacific  Freight  Bureau  (Officials  only) 231 

Seaboard  Colorado-Utah  Freight  Bureau  (Officials  only).         223 
Seaboard  Missouri  River  Freight  Bureau  (Officials  only)  .230,  231 

Southwestern  Tariff  Committee  (Officials  only) 226,227 

Texas   Tariff   Bureau 243 

Trans-Continental  Freight  Bureau 224,  226 

Trans-Missouri  Freight  Committee  (Officials  only) 222,223 

Western  Trunk  Line  Committee 217 

*Following. 


TRAFFIC  GEOGRAPHY  307 

Page 
Merchandise,   Average   Percentage   of  Total   Shipments   of — 

Plate  No.  4 93 

Metals,  Precious,  Deep  Mines,  Value  of  by  States — Plate  No.  3  *68 
Metals,  Precious,    Natural    Resources,    Distribution    of — Map 

No.  16   *82 

Metals,  Precious,  Products  of  Mines,  Value  of — Plate  No.  6...  *106 

Mexican  Classification  Territory   172 

Mexican  Classification  Territory — Map  No.  17 *168 

Milk  Products,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Minerals,  Leading,  Value  of  by  States — Plate  No.  3 *68 

Mines  and   Quarries,   Products  of,  Value  of  by  States — Map 

No.   14    *88 

Mines,  Value  of  Products  of — Plate  No.  6 *106 

Mining    Fields,   Coal,   viz.:     Anthracite,    Bituminous,    Lignite 

and  Sub-Bituminous — Map  No.   12 *76 

Minor  Freight  Associations — Map  No.  21 158 

(See  Map  No.  21 — Minor  Freight  Associations.) 
Miscellaneous    Products,   Annual    Percentage    of   Total    Ship- 
ments of— Plate  No.  4 *93 

Miscellaneous  Rate  Construction  Points,  viz.: 

Gulf  Foreign  Committee  Ports 284 

Panama  Canal  Rate  Points 285 

Ports  of  Export  and  Import  in  United  States 283,  284 

Tidewater  Ports  285 

Molasses   and    Sugar,   Annual    Production    of    in    the    United 

States— Plate   No.  2 66 

Monopoly  and  Competition,  Railroad 31,  32 

Mountains   and    Rainfall 43 

Mountain  Regions,  The   Rocky 60 

Movements  of  the  Various   Products  of  Industry  and   Com- 
merce     94-97 

Mules,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Natural  and  Climatic  Conditions  as  Factors  in  Traffic  Flows.  .104, 105 

Natural  Conditions  Affecting  Industry  and  Commerce 42 

Natural  Gas-Petroleum,   Products   of  Mines,   Value   of — Plate 

No.  6   *106 

Natural  Gas,  Value  of  by  States— Plate  No.  3 *68 

Natural  Resources,    Distribution    of 82, 83 

Natural  Resources    of    United    States,    Distribution    of — Map 

No.  16,  viz *82 


♦Following, 


308 


AMERICAN  COMMERCE  ASSOCIATION 


Cattle, 

Citrus  Fruits, 
Coal, 
Copper, 
Corn, 
Cotton, 
Dairying, 
Dairy  Products, 
Fisheries, 
Forage, 
Forage  Crops, 
Forage  Fruits, 


Fruit, 

Grain, 

Granite, 

Hemp, 

Hops, 

Horses, 

Iron  Ore, 

Lead, 

Marble, 

Mules, 

Petroleum, 

Phosphate  Rock, 


Page 
Precious  Metals, 
Rice, 
Sheep, 
Sugar, 

Sugar  Beets, 
Swine, 
Tobacco, 
Turpentine, 
Vegetables, 
Wool, 
Zinc. 


Nature  of    Commerce    9-19 

Nature  of  Discriminations   25-27 

Nature  of   Goods   Shipped 109, 110 

Nature  of   Transportation    21-37 

Nature  of  Transportation  Charges Zl-Zl 

New  England  Plateau   52 

Non-Productive  Area  of 

Corn— Map   No.   10 *74 

Cotton— Map   No.  8 *84 

Forage  and  Hay — Map  No.  5 *108 

Oats— Map   No.   11 *86 

Wheat— Map    No.   7 *n 

North  Temperate  Zone,  Most  Productive 46 

Northwestern  and  Trans-Mississippi  Territory — Map  No.  25..       *218 

Oats,  Maximum  Production  of — Map  No.  11 *86 

Oats,  Non-Productive  Area  of *78 

Oats,  Productive    Area    *1^ 

Oats,  Rye,  Barley  and  Rice,  Products  of  Commerce 75,76 

Officials  of  State  Railroad  Commissions 290-294 

(See  State  Railroad  Commissions — also  Officials.) 

Officials  of  the  Interstate  Commerce  Commission 292 

Officials  and  Member  Lines  of  Traffic  Associations  in  Official 

Classification  Territory    

(See  Member  Lines  and  Officials  of  Traffic  Associations 
in  Official  Classification  Territory.) 
Officials  and  Member  Lines  of  Traffic  Associations  in  Southern 

Classification  Territory   

(See  Member  Lines  and  Officials  of  Traffic  Associations 
in  Southern  Classification  Territory.) 


♦Following, 


TRAFFIC  GEOGRAPHY  309 

Pago 
Officials  and  Member  Lines  of  Traffic  Associations  in  West- 
ern Classification  Territory 

(See  Member  Lines  and  Officials  in  Western  Classification 
Territory.) 

Official  Classification  Territory   169,  170 

Official  Classification   Territory— Map   No.   17 *168 

Official  Classification  Territory,  Rate  Points  and  Traffic  Ter- 
ritories in    

(See  Traffic  Territories  and  Rate  Points  in  Official  Clas- 
sification Territory.) 
Oil    and    Cottonseed,    Annual    Production    of    in    the    United 

States— Plate   No.  2 66 

Ore,  Iron,  Natural  Resources,  Distribution  of — Map  No.  16...         *82 

Ore,  Iron,  Value  of  by  States— Plate  No.  3 *68 

Ores  and  Copper,  Products  of  Commerce 77,  78 

Organization  of  the  Principal  Traffic  Associations 158-163 

Origin  of  Classification  and  Traffic  Territories 144-148 

Origin  of    Freight    Rate    Territories    and    Rate    Construction 

Points  148-153 

Oysters,   Poultry,   Eggs,   Fish   and   Game,   Products   of   Com- 
merce      71 

Ozark  Plains    57 

Packing  House  Products,  Annual  Production  of  in  the  United 

States— Plate   No.   2 66 

Packing  House  Products,  Products  of  Commerce 69,  70 

Pacific   Area,   The 61,  62 

Percentage  of  Products  of  Industry  and  Commerce  Shipped..     92-94 
Petroleum,    Annual    Production    of    in    the    United    States — 

Plate   No.   2 66 

Petroleum,  Natural  Resources,  Distribution  of — Map  No.  16..         *82 
Petroleum-Natural   Gas,  Products   of  Mines,   Value   of — Plate 

No.  6    *106 

Petroleum-Natural  Gas,  Value  of  by  States — Plate  No.  3 *68 

Piedmont  Plateau,  The 53,  54 

Phosphate    Rock,    Natural    Resources,    Distribution    of — Map 

No.    16    *82 

Phosphate  Rock,  Products  of  Mines,  Value  of — Plate  No.  6...       *106 

Phosphate  Rock,  Value  by  States— Plate  No.  3 *68 

Physical  Divisions,  Natural,  of  the  United  States 52 

Physiographic  Regions  of  the  United  States — Map  No.  2 *52 

Planing  Mill  Products,  Annual  Production   of  in  the  United 

States— Plate   No.   2 66 

Plains,  The   Atlantic   Coastal y. 53 


*Following. 


310         AMERICAN  COMMERCE  ASSOCIATION 

Page 

Plains,  The   Great   59, 60 

Plains,  The    Gulf    56, 57 

Plains,  The    Lake    58, 59 

Plains,  The    Ozark    57 

Plains,  The    Prairie    57, 58 

Plate  Xo.  1 — Cross  Section  of  the  United  States *50 

Plate  Xo.  2 — Annual  Production  of  Principal  Industries  in  the 

United   States    66 

Plate  Xo.  3 — Value  of  Leading  Minerals  by  States *68 

Plate  Xo.  4 — Average  Percentages  of  Total  Shipments,  viz..     .       93 

Manufactured  Articles. 

Merchandise. 

Miscellaneous  Products. 

Products  of  Agriculture. 

Products  of  Animals. 

Products  of  Forests. 

Products  of  Mines. 
Plate  X"o.  5 — Comparative  Railroad  Freight  Tonnage  of  Prin- 
cipal Countries,  viz 108 

Austria. 

Belgium. 

Canada. 

Denmark. 

France. 

Germany. 

Holland. 

Italy. 

Russia. 

Scandinavia. 

Switzerland. 

L'nited  Kingdom. 

United  States. 

Plate  Xo.  6 — Value  of  Products  of  Mines *106 

Plateau,  The     Allegheny    55, 56 

Plateau,  The  Columbian    60, 61 

Plateau,  The   Colorado    61 

Plateau,  The    Xew   England 52 

Plateau,  The  Piedmont    53, 54 

Points,  Rate   Construction,   Miscellaneous 

(See  Miscellaneous  Rate  Construction  Points.) 

Population,  Distribution   of    81 

Population  per  square  mile  by  states — Map  Xo.  15 *80 


* 


Following. 


TRAFFIC  GEOGRAPHY 


311 


Page 

Poultry,  Eggs,  Fish,  Oysters  and  Game,   Products  of  Com- 
merce      71 

Prairie  Plains,  The 57,  58 

Precious  Metals,  Deep  Mines,  Value  by  States — Plate  No.  3..  *68 

Precious  Metals,    Natural    Resources,    Distribution    of — Map 

No.   16   *82 

Precious  Metals,  Products  of  Mines,  Value  of — Plate  No.  6...       *106 
Precipitation,  Mean  Annual,  in  the  United  States — Map  No.  1.         *42 

Present  Traffic  Associations 

(See  Traffic  Associations,  Present.) 
Printing,  Book  and  Job,  Annual  Production  of  in  the  United 

States— Plate   No.   2 66 

Printing,    Newspaper,   Annual    Production    of    in    the    United 

States   66 

Production — Transportation — Consumption    46,  47 

Production  of  Principal  Industries  in  the  United  States,  An- 
nual— Plate  No.  2,  viz 66 


Agricultural  Implements, 
Bakery  Goods, 
Boots  and  Shoes, 
Carriages  and  Wagons, 
Cars,  Steam  and  Street, 
Chemicals, 
Clothing,  Men's, 
Clothing,  Women's, 
Coffee  and  Spices, 
Cotton  Goods, 
Cottonseed  and  Oil, 
Distilled  Liquors, 
Electrical  Apparatus, 
Flour  Mill  Products, 
Foundry  Products, 
Furniture, 
Gas, 
Hosiery  and  Knit  Goods, 


Iron  and  Steel, 
Leather,  Tanning, 
Liquor,  Malt, 
Lumber  and  Timber, 
Milk  Products, 
Molasses  and  Sugar, 
Packing  House  Products, 
Petroleum, 

Planing  Mill  Products, 
Printing,  Book,  Job  and 

Newspaper, 
Refining  and  Smelting, 
Shipbuilding, 
Silk  and  Silk  Goods, 
Tobacco, 
Woolen  Goods, 
Worsted  Goods. 


Productive  Area  of  Corn — Map  No.  10 *74 

Productive  Area  of  Cotton — Map  No.  10 *74 

Productive  Area  of  Forage  and  Hay — Map  No.  10 *74 

Productive  Area  of  Oats — Map  No.  10 *74 

Productive  Area  of  Wheat — Map  No.  10 *74 

Productive  Regions  of  the  United  States 51 

♦Following.  ' 


312         AMERICAN  COMMERCE  ASSOCIATION 

Faga 
Products,    Dairy,    Natural    Resources,    Distribution    of — Map 

No.   16   *82 

Products,  Value  of  in  the  United  States 67 

Products  of  Agriculture,  Average  percentage  of  Total  Ship- 
ments— Plate    No.   4 93 

Products    of    Animals,    Average    percentage    of    Total    Ship- 
ments— Plate    No.   4 93 

Products  of  Commerce,  viz.: 

Butter  and  Cheese  74 

Coal  and  Coal  Products 76,  77 

Copper  and  Other  Ores 77,  78 

Corn  or  Maize 74,  75 

Cotton    73, 74 

Distribution  of  the 41,  42 

Flour   and   Wheat 72,  73 

General   78 

Iron  and  Steel 68,  69 

Leading,   The    65-78 

Lumber  and   Lumber   Products 71,  72 

Oats,  Rye,  Barley  and  Rice 75,  76 

Packing  House   Products 69,  70 

Poultry,  Eggs,  Fish,  Oysters  and  Game 71 

Sheep  and  Wool 70 

Sources   of  the 49-63 

Wheat   and   Flour 72,73 

Products  of  Commerce  and  Industry,  Percentage  of  Shipped..  92-94 

Products  of  Commerce  and  Industry,  Various  Movements  of..  94-97 
Products  of  Forests,  Average  Percentage  of  Total  Shipments 

—Plate   No.  4 93 

Products  of  Manufacture,  Value  of  by  States — Map  No.  13...  *78 
Products  of  Mines,  Average  Percentage  of  Total  Shipments — 

Plate   No.  4 93 

Products  of  Mines,  Value  of  the — Plate  No.  6 *106 

Products  of   Mines   and    Quarries,   Value   of   by   States — Map 

No.   14   *88 

Promoting  Industry  and  Commerce,  Factors 44,  45 

Proportion  of  Improved  Land  to  Total  Area — Map  No.  3 *62 

Purposes   of  Traffic  Associations 153-156 

Pyrite-Sulphur,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Quarries  and  Mines,  Value  of  Products  of,  by  States — Map 

No.   14    *88 

Quicksilver,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Railroad  Competition  and   Monopoly 31,32 


^Following. 


TRAFFIC  GEOGRAPHY  313 

Page 

Railroad  Freight  Claim  Agents 289,  290 

Railroad  Freight   Tonnage,    Comparative,   of   Principal   Coun- 
tries    

(See  Plate  No.  5 — Comparative  Railroad  Freight  Tonnage 
of  Principal  Countries.) 

Railway  Equipment  Necessary  for  Freight  Service 110-114 

Rainfall  and  Temperature 43 

Rainfalls   and   Mountains >, 43 

Ranges,  The  Basin 61 

Rate  Adjustment  Territories  in   Southern   Classification   Ter- 
ritory           246 

(See  Map  No.  24 — Rate  Adjustment  Territories  in  South- 
ern Classification  Territory.) 

Rate    Construction   Points,   Miscellaneous 

(See  Miscellaneous  Rate  Construction  Points.) 
Rate     Construction     Points    and     Freight     Rate     Territories, 

Origin  of 148-153 

Rate   Points  and   Traffic  Territories   in   Official   Classification 

Territory  , 

(See  Traffic  Territories  and  Rate  Points  in  Official  Clas- 
sification Territory.) 
Rate  Points  and  Traffic  Territories  in  Southern  Classification 

Territory   

(See  Traffic  Territories  and  Rate  Points  in  Southern  Clas- 
sification Territory.) 
Rate  Points  and  Traffic  Territories  in  Western  Classification 

Territory  

(See  Traffic  Territories  and  Rate  Points  in  Western  Clas- 
sification Territory.) 
Rate    Territories    and     Rate     Construction     Points,     Freight, 

Origin   of    148-153 

Refining  and  Smelting,  Annual  Production   of  in   the   United 

States— Plate   No.   2 66 

Regions,  Physiographic,  of  the  United  States — Map  No.  2 *52 

Regions,  Productive,  of  the  United  States 51 

Regions,  The   Rocky   Mountain 60 

Relation  of  Commerce  to  Business 13, 14 

Relation  of  Industry  and  Commerce  to  Railroads 90-92 

Relation  of  Traffic  Geography  to  Traffic  Work — Introduction.         5-8 

.Relation  of  Transportation  to  Industry  and  Commerce 23 

Relation  of   Transportation    Charges    to    Industry   and    Com- 
merce         23, 24 

♦Following. 


314         AMERICAN  COMMERCE  ASSOCIATION 

Page 

Relation  of  Weather  to  Industry  and  Commerce 45,  46 

Rice,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Rice,  Oats,  Rye  and  Barley,  Products  of  Commerce 75,76 

Ridges,  The  Appalachian 54,  55 

Rock,    Phosphate,    Natural    Resources,    Distribution    of — Map 

No.   16    *82 

Rock,  Phosphate,  Products  of  Mines,  Value  of — Plate  No.  6. .       *106 

Rock,  Phosphate,  Value  of  by  States — Plate  No.  3 *6S 

Rock,  Trap,  Granite,  Products  of  Mines,  Value  of — Plate  No.  6      *106 

Rocky  Mountain  Regions,  The 60 

Rye,  Oats,  Barley  and  Wheat,  Products  of  Commerce 75,  76 

Sandstone,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Sectional  Diagram,  Cross,  of  the  United  States 51,  52 

Sheep  and  Wool,  Products  of  Commerce 70 

Sheep,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Shipbuilding,   Annual   Production    of   in   the   United    States — 

Plate   No.  2 65 

Shipments,  Average  Percentage  of  Total 96 

(See    Plate    No.   4 — Average    Percentage    of    Total    Ship- 
ments.) 
Shoes  and  Boots,  Annual  Production  of  in  the  United  States — 

Plate   No.  2 66 

Silk  and   Silk   Goods,   Annual    Production    of   in    the    United 

States— Plate   No.   2 66 

Slate,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Smelting  and   Refining,  Annual   Production  of  in   the   United 

States— Plate    No.  2 66 

Soapstone-Talc,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Soil,  Good,  Importance  of 44 

Sources  of  the  Products  of  Commerce 49-63 

Southern  Classification  Rate  Points  and  Traffic  Territories... 
(See  Traffic  Territories  and  Rate  Points  in  Southern  Clas- 
sification Territory.) 

Southern  Classification  Territory    171 

Southern  Classification  Territory — Map  No.  17 *168 

Southern    Classification     Territory,     Rate     Adjustment     Ter- 
ritories in   246 

(See   Map  24 — Rate   Adjustment  Territories   in   Southern 
Classification  Territory.) 
Southern    Classification    Territory,    Rate    Points    and    Traffic 

Territories    in    

(See  Traffic  Territories  and  Rate  Points  in  Southern  Clas- 
sification Territory.) 

*Folloviring. 


TRAFFIC  GEOGRAPHY  315 

Page 
Southwestern    Tariff    Committee    Territory — Texas    Common 

Points  Territory  and  Territorial  Groups — Map  No.  23 *226 

Spices  and  Coffee,  Annual  Production  of  in  the  United  States — 

Plate  No.  2 66 

State     Associations     and     Commissions — Glossary     Terms — 

Agencies    Publishing  Tariffs 287-294 

State  Classification    Territories    173-175 

State  Railroad  Commissions  (United  States  and  Canada)  (also 
Officials)    290-294 

Alabama  Railroad  Commission. 

Arizona  Corporation  Commission. 

Railroad  Commission  of  Arkansas. 

Railroad  Commission  of  the  State  of  California. 

Railroad  Commission  of  Colorado. 

Connecticut  Public  Utilities  Commission. 

Railroad  Commissioners  for  the  State  of  Florida. 

Railroad  Commission  of  Georgia. 

Idaho  Public  Utilities  Commission. 

Public  Utilities  Commission  of  Illinois. 

Public  Service  Commission  of  Indiana. 

Iowa  Board  of  Railroad  Commissioners. 

Kansas  Public  Utilities  Commission. 

Kentucky  Railroad   Commission. 

Railroad  Commission  of  Louisiana. 

Railroad  Commission  of  Maine. 

Maryland  Public  Service   Commission. 

Massachusetts  Public  Service  Commission. 

Massachusetts  Board  of  Gas  and  Electric  Light  Commis- 
sioners. 

Michigan  Railroad  Commission. 

Minnesota  Railroad  and  Warehouse  Commission. 

Mississippi  Railroad  Commission. 

Missouri  Public  Service  Commission. 

Railroad  Commission  of  Montana. 

Nebraska  State  Railway  Commission. 

Nevada  Public  Service  Commission. 

New  Hampshire  Public  Service  Commission. 

Board  of  Public  Utility   Commissioners   for  the   State  of 
New  Jersey. 

State  Corporation  Commission  of  New  Mexico. 

New  York  Public  Service  Commission,  First  and  Second 
Districts. 

North  Carolina  Corporation  Commission. 


♦Following. 


316         AMERICAN  COMMERCE  ASSOCIATION 

Page 

North  Dakota  Commissioners  of  Railroads. 

Public  Utilities  Commission  of  Ohio. 

Corporation  Commissioners  of  Oklahoma. 

Railroad  Commission  of  Oregon. 

Public    Service    Commission    of    the    Commonwealth    of 
Pennsylvania. 

Rhode  Island  Public  Utilities  Commission. 

South  Carolina  Railroad  Commission. 

South  Dakota  Railroad  Commission. 

Tennessee  Railroad  Commission. 

Railroad  Commission  of  Texas. 

Vermont  Public  Service  Commission. 

State  Corporation  Commission — Virginia. 

Public  Utilities  Commission  of  the  District  of  Columbia. 

The  Public  Service  Commission  of  Washington. 

West  Virginia  Public  Service  Commission. 

Railroad  Commission  of  Wisconsin. 

Public  Utilities  Commission — Manila,  P.  I. 

Manitoba  Public  Utilities  Commission. 

New  Brunswick  Public  Utilities  Commission. 

Nova  Scotia  Board  of  Commissioners  of  Public  Utilities, 

The  Ontario  Railroad  and  Municipal  Board. 

Quebec  Public  Utilities  Commission. 

Board  of  Railway  Commissioners  for  Canada. 
Sub-Bituminous  and  Lignite  Coal  Mining  Fields — Map  No.  12.         *76 

Sugar,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Sugar   and    Molasses,    Annual    Production    of   in    the    United 

States— Plate   No.   2 66 

Sugar  Beets,  Natural  Resources,  Distribution  of — Map  No.  16.         *82 

Sulphur-Pyrite,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Swine,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Talc-Soapstone,  Products  of  Mines,  Value  of — Plate  No.  6....       *106 

Tariff  Bureaus,  Railroad,  Chiefs  of 289 

Technical  Meaning  of  Commerce 17-19 

Temperature   and   Rainfall 43 

Terms,   Miscellaneous,   Definition    of 289 

Territorial  Extension  of  the  United  States,  Area,  etc 62,  63 

Territorial    Groups    and   Texas    Common    Point    Territory   in 

Southwestern  Tariff  Committee  Tariffs — Map  No.  23 *226 

Territorial  Groups  in  Trans-Continental  Tariffs — Map  No.  22.       *224 

Territories,  Classification,  The   165-175 

Territories,  Classification  and  Traffic,  Origin  of 144-148 

Territories,  Classification,  Different,  Factors  Developing 167-169 


♦Following. 


TRAFFIC  GEOGRAPHY  317 

Page 

Territories,  Traffic  and  Classification,  Origin  of 144-148 

Territory,  Classification,  Interstate — Map  No.  17 *168 

Texas    Common    Point    Territory   and    Territorial    Groups    in 

Southwestern  Tariff  Committee  Tariff — Map  No.  23 *226 

The  Allegheny  Plateau   55,  56 

The  Appalachian   Ridges    54, 55 

The  Atlantic  Coastal  Plain 53 

The  Basin   Ranges    16 

The  Classification  Territories   165-175 

The  Colorado  Plateau   61 

The  Columbian   Plateau 60, 61 

The  Great  Plains  59,  60 

The  Gulf    Plains    56,57 

The  Lake   Plains    58, 59 

The  Leading  Commercial   Centers 86-90 

The  Leading  Products   of  Commerce 65-78 

The  Natural  Physical  Divisions  of  the  United  States 52 

The  Nature  of  Commerce    9-19 

The  Nature  of  Transportation   21-37 

The  New  England   Plateau 52 

The  Origin  of  Classification  and  Traffic  Territories 144-148 

The  Ozark    Plateau    57 

The  Pacific    Area    61, 62 

The  Piedmont   Plateau    53, 54 

The  Prairie   Plains    57, 58 

The  Regulation   of   Commerce 14, 15 

The  Rocky  Mountain  Regions  60 

The  Transportation  Problem — Present  and  Past,  viz 115-131 

Introduction    115,  116 

(1)  The  Horse  in  Transportation 116,117 

(2)  Beasts  of  Burden  and  Human  Carriers 117,118 

(3)  Improved  Highways  an  Aid  to  Transportation 118 

(4)  The  Conestoga  Wagon 118,119 

(5)  Turnpikes,    Bridges,   Tolls 119,  120 

(6)  Early  Problems  in  the  Cost  of  Transportation 121 

(7)  Canals  Stimulate  Building  of  Good  Roads 121 

(8)  The  Economic  Effect  of  Good  Roads  and  Highways.  .121, 122 

(9)  Early  American   Railways 122,  123 

(10)  The  Rail  and  Locomotive  Railroads  vs.  the  Canal. .  .123-124 

(11)  Tramways,  Colliery  or  Quarry  Railroads 124 

(12)  The  Primitive  American  Railways 124,125 

(13)  Growing  Interest  in  Railroad  Improvement 125-128 

*Following. 


318         AMERICAN  COMMERCE  ASSOCIATION 

Faeei 

(14)  The  First  Steam  Railroad 128,129 

(15)  Beginning  of  the  Great  American  Railroad  Systems.  129-131 

The  Value  of  Traffic  Geography — Introduction 3-8 

Tobacco,  Annual  Production  of  in  the  United  States — Plate 

No.  2 66 

Tobacco,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Traffic  and  Classification  Territories,  The  Origin  of 144-148 

Traffic  Associations,  Major  (see  Major  Traffic  Associations). 

Traffic  Associations,  Present,  viz. 156-158 

Introduction 156 

I     Major  Traffic  Associations    156,157 

II     Minor  Traffic  Associations  157 

III  Local  Freight  Traffic  Associations 157,158 

IV  Specific  Traffic  Committees 158 

Traffic  Associations,  Principal,  Organization  of 158-163 

Traffic  Associations,  Purpose  of 153-156 

Traffic    Bureaus    or    Freight   Associations,   Agents    or    Chair- 
men of  289 

Traffic   Flows,   Climatic   and   Natural   Conditions,   as   Factors 

in    104, 105 

Traffic  Flows,  Commercial,  Industrial  and  Traffic  Factors  Gov- 
erning     138-144 

Traffic  Flows,  Factors  Developing 79-105 

Traffic  Flows— Map  No.  20 136 

Traffic   Flows,   Natural  and   Climatic   Conditions,   as   Factors 

in   104, 105 

Traffic  Flows,  Traffic,  Industrial  and  Commercial  Factors  Con- 
trolling   138-144 

Traffic  Flows  and  Markets 135-137 

Traffic  Geography,  Importance  of  a  Knowledge  of — Introduc- 
tion           3, 4 

Traffic  Geography,  the  Value  of,  Introduction SS 

Traffic  Geography  to  Traffic  Work,  Relation  of — Introduction.  5 

Traffic,  Industrial  and  Commercial  Factors  Controlling  Traffic 

Flows   138-144 

Traffic,  Intrastate,  Classification  Governing 173-175 

Traffic  Territories  and  Rate  Points  in   Official   Classification 

Territory,    viz 177-213 

Canadian  Freight  Association    Basing    Points 204,205 

Canadian  Freight   Association   Territory 201 

Central  Freight  Association  Basing  Points   205-207 

Central  Freight   Association   Rate   Percentage   Points 202,203 

Central  Freight  Association  Territory    181-200 

*Following. 


TRAFFIC  GEOGRAPHY  319 

Fags 

Chicago  &  Ohio  River  Committee  Territory 210,211 

Chicago  Junction   Points    207 

Illinois  Freight  Committee  Points 203 

Junctions   of    Central    Freight   Association   and    Western 

Roads   207,208 

Michigan  Freight  Committee  Territory 212 

Middle  States  Freight  Association  Territory 209,210 

Mississippi  Valley  Freight  Association   Territory 211,212 

New  England  Freight  Association  Territory 179, 180 

Nev/  England  and  Trunk  Line  Basing  Points 203,204 

Ohio  River   Crossings    207 

St.  Louis-Cincinnati-Louisville   Freight  Committee  Terri- 
tory           213 

Territory— "East  of  Indiana— Illinois  State  Line" 208,209 

Territory — "East  of  Western  Termini  of  Trunk  Lines" 209 

Trunk    Line    Association    Territory 180,181 

Trunk  Line  and  New  England  Basing  Points 203,204 

Western  Termini  of  Trunk  Line  Points 201,202 

Traffic  Territories  and  Rate  Points  in  Southern  Classification 

Territory,  viz 243-277 

Associated  Railways  of  Virginia  and  Carolinas 252 

Atlanta  Sub-Territory    275 

Carolina  Territory  South  of  Walhalla  Line 265,  266 

Carolina  Territory  Basing  Points 276 

Carolina   Territory    257-263 

Green   Line  Territory    263-265 

Joint   Southeastern   Mississippi   Valley   and   Southeastern 

Freight  Association  Territory   251, 252 

Mississippi  Valley  Basing  Points 256-257 

Mississippi  Valley  Territory   252-256 

Montgomery  Sub-Territory   275 

Southeastern  Common   Points    275,  276 

Southeastern  Freight  Association  Territory  249-251 

Southeastern  Mississippi   Valley   Territory 247-249 

Southeastern  Territory    266-275 

Southern   Freight   Association   Territory 278,279 

Southern  Weighing  and  Inspection  Bureau  Territory 278 

Virginia  Cities 277 

Virginia  Freight  Association   Territory 277,278 

Virginia  Lines  Tariff  Bureau  Territory 277 

Traffic  Territories  and  Rate  Points  in  Western  Classification 

Territory,  viz 215-243 

Arkansas  Common  Points   233,  234 

Canadian  Freight  Association — Western  Lines 243 

Colorado  Common  Points   238, 239 


320         AMERICAN  COMMERCE  ASSOCIATION 

Page 

Colorado-Utah  Territory    223, 224 

Duluth,  Winona,  St.  Paul  and  Common  Points 232,233 

Intermediate  Pacific  Coast  Terminals 241 

Louisiana  Basing  Points  233 

Mexican  Common  Points   237,  238 

Mississippi  River  Crossings   231 

Missouri  River  Crossings   232 

Montana  Common   Points    242 

North   Pacific   Coast  Terminals 240,  241 

Northwest  Territory  219-222 

Oklahoma  Basing  Points    234, 235 

Pacific  Freight   Bureau  Territory 231 

Traffic  Territories  and  Rate  Points  in  Western   Classification 

Territory,  viz 213-241 

Prorating  Points  in  Iowa  and  Missouri 243 

Rio  Grande  Crossings 232 

Seaboard    Colorado-Utah    Territory 223 

Seaboard   Missouri  River  Territory 230,231 

South    Pacific    Coast   Terminals 239,  240 

Southwestern   Tariff   Committee   Territory 226,227 

Spokane  Rate  Points 242 

Texarkana  Rate  Points   235 

Texas  Common  Points  including  Houston  and  Galveston 
and  points  taking  higher  and  lower  rates. 
Fort  Worth-Dallas  Group  No.  1   (Burnt  District). 

Fort  Worth-Dallas  Group  No.  2 235-237 

Texas  Tariff  Bureau  Territory 243 

Trans  Continental  Intermediate  Territory 224 

Trans  Continental  North  Coast  Territory 224 

Trans  Continental  South  Coast  Territory 224-226 

Trans  Mississippi   River  Territory 227-230 

Trans  Missouri  Freight  Committee 222-223 

Utah  Common  Points   239 

Western  Trunk  Line  Committee  Territory 217,  218 

Trans  Continental  Tariffs,  Territorial  Groups  in — Map  No.  22.      *224 
Trans    Mississippi    River    and    Northwest    Territories — Map 

No.  25    *218 

Transportation,    Production,    Consumption 46, 47 

Transportation,  Nature    of,    The 21-37 

Transportation,  Relation  of  to  Transportation  and  Commerce.  23 

Transportation  Charges,  Effects  of 115 

Transportation  Charges,  Nature  of 32-37 

♦Following. 


TRAFFIC  GEOGRAPHY  321 

Page 
Transportation   Charges,   Relation  of,   to  Industry  and   Com- 
merce      23, 24 

Transportation  Problem,  Present  and  Past   (see  The  Trans- 
portation Problem). 

Transportation  Service,  Conditions  Affecting 97-104 

Transportation  Service,   Kinds  of 114 

Trap  Rock-Granite,  Products  of  Mines,  Value  of— Plate  No.  6.  *106 

Turpentine,  Natural  Resources,  Distribution  of — Map  No.  16.  *82 

United  States,  Cross  Section  of  the— Plate  No,  1 *50 

United  States,    Cross   Section    Diagram   of 51,52 

United  States,  Physiographic  Regions  of  the — Map  No.  2 *52 

United  States,  Productive  Regions  of  the 51 

United  States,  Territorial  Extension  of,  Area,  etc 62,63 

United  States,  the  Natural  Physical  Divisions  of  the 52 

Value  of  Leading  Minerals  by  States — Plate  No.  3 *68 

Value  of  Manufactured  Forest  Products  by  States — Map  No.  6.  *70 

Value  of  Products  in  the  United  States 67 

Value  of  Products  of  Manufacturing  by  States — Map  No.  13..  *78 

Value  of  Products  of  Mines — Plate  No.  6 *106 

Value  of  Products  of  Mines  and  Quarries,  by  States — Map  No. 

14  *77 

Value  of  Traffic  Geography,  The — Introduction 3-8 

Vegetables,  Natural  Resources,  Distribution  of — Map  No.  16.,  *82 
Wagons  and  Carriages,  Annual  Production  of  in  the  United 

States— Plate   No.   2    66 

Wants  of  Man  Increase  with  Civilization 41 

Weather,  Relation  of,  to  Industry  and  Commerce 45,  46 

Western  Classification  Territory    170 

Western  Classification  Territory — Map   No.   17 *168 

Western  Classification  Territory,  Rate  Points  and  Traffic  Ter- 
ritories in  (see  Traffic  Territories  and  Rate  Points  in  Western 
Classification  Territory). 

Wheat,  Maximum  Production  of — Map  No.  7 *72 

Wheat,  Non  Productive  Area  of — Map  No.  7 *72 

Wheat,  Productive  Area  of — Map  No.  7 *72 

Wheat  and  Flour,  Products  of  Commerce 72,73 

Wool,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Wool  and  Sheep,  Products  of  Commerce 70 

Woolen  Goods,  Annual  Production  of  in  the  United  States — 

Plate  No.  2    66 

Worsted  Goods,  Annual  Production  of  in  the  United  States — 

Plate  No.  2 66 

Zinc,  Natural  Resources,  Distribution  of — Map  No.  16 *82 

Zinc  and  Lead,  Products  of  Mines,  Value  of — Plate  No.  6 *106 

Zinc  and  Lead,  Value  of  by  States— Plate  No,  3 *68 

♦Following. 


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